Ayres Corporation S2R-G6 accident near Kilbourne, Illinois, July 15, 2008
On July 15, 2008 at about 3:30 pm local time, a Ayres Corporation S2R-G6, registered N3105U, was substantially damaged in an accident during initial climb near Kilbourne, Illinois. 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 inadequate preflight planning and preparation and the aborted takeoff not performed by the pilot. Contributing to the accident were the trees and transmission wire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 2008 · about 3:30 pm local time
- Place
- Kilbourne, Illinois · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres Corporation S2R-G6 · all S2R-G6s on the register
- Registration
- N3105U · registry record · serial G6-108
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the agricultural airplane was fueled with 110 gallons of fuel and loaded with 450 gallons of water and chemical mix for a local aerial application flight. The pilot then taxied the airplane to and attempted a takeoff from runway 27 (3,500 feet by 75). The pilot stated that the engine seemed normal during the takeoff roll. About halfway down the runway, the airplane did not "respond" so he began dumping the load but stopped because there was a car traveling along Illinois Route 47, which is west of the runway departure end. The airplane became airborne and impacted a tree and a power line and came to rest in a corn field about 150 yards west of Route 47. The wing spar was damaged. The pilot stated that he should have used a lesser load for takeoff.
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
What happened, in order
- Collision with terrain or object (not controlled flight into terrain) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- factor Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
- cause Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Pilot
- factor Environmental issues › Physical environment › Object/animal/substance › Wire › Contributed to outcome
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 3,654 hours in all; 100 in this make and model
- Medical certificate: Class 2
The aircraft
- Landing gear: fixed
- Engine: Garrett TPE-331-6-252 (turboprop); 0 hours total
- Operator: Plath Aviation
The flight
- Departed from: 32IS Kilbourne IL
- Flight plan: none
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N3105U the same tail number, which may have belonged to a different aircraft at the time
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.