Ayres S2R-G6 accident near Wauchula, Florida, January 21, 2007
On January 21, 2007 at about 2:10 pm local time, a Ayres S2R-G6, registered N3209X, was substantially damaged in an accident near Wauchula, Florida (Wauchula Municipal Airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper flare which resulted in a hard landing and overload failure of the right landing gear strut.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 21, 2007 · about 2:10 pm local time
- Place
- Wauchula, Florida · Wauchula Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-G6
- Registration
- N3209X · no longer on the register · serial G6-128
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, during a normal soft field landing the right main gear collapsed about 20 yards into the landing roll and the airplane came to an abrupt stop. Examination of the airplane by an FAA Inspector found wrinkling of the metal skin between the front and rear spars on the right wing. Further examination found the right main gear strut fractured and separated near its attachment point to the airframe. The landing gear strut was removed and sent to the NTSB Materials Laboratory for further examination. The examination found that the fractures were on slant planes and had deformation adjacent to the fractures consistent with overstress fracture in bending. Corrosion deposits on the fracture surface were orange in color consistent with post-fracture oxidation. No significant preexisting corrosion was observed. The right main gear collapsed following a hard landing.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 18,000 hours in all; 4,800 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 18,000 as pilot in command
- Last flight review: April 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, August 1, 2006
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE-6-252M (turboprop); 0 hours total
The flight
- Departed from: CHN Wauchula FL at 1:30 pm
- Destination: CHN Wauchula FL
- Flight plan: none
- Runway 36, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 12 statute miles
- Sky: a few clouds at 4,800 ft
- Temperature: 61°F (16°C), dew point 55°F (13°C)
- Altimeter: 30.20 inHg
- Observation at 1:52 pm from BOW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.