Ayres S2R-G10 accident near Colorado City, Texas, July 6, 2007
On July 6, 2007 at about 10:30 pm local time, a Ayres S2R-G10, registered N2254S, was substantially damaged in an accident near Colorado City, Texas. 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 loss of engine power due to an oil leak. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2007 · about 10:30 pm local time
- Place
- Colorado City, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-G10
- Registration
- N2254S · registry record · serial G10-134
- 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 engine of the turbine powered agricultural airplane lost power about 30 minutes into the aerial application flight. The 14,000-hour commercial pilot reported that while maneuvering, at approximately 10 feet above ground level (AGL), the engine lost power and he was unable to maintain flight. The pilot elected to execute a forced landing on nearby terraced cotton field. After touchdown, the single-engine airplane slid for approximately 150 to 200 feet before it came to rest in the upright position. There was no post impact fire. The wings, fuselage, and tail sustained structural damage. The propeller was also damaged. The FAA inspector, who responded to the site, found evidence of an engine oil leak along the left side and lower fuselage; however, he was unable to determine where the source of the engine oil leak. The examination of the engine oil reservoir revealed that the reservoir and the dipstick were dry. The airplane was reported to have about 100-gallons of fuel on board at the time of the mishap. A review of the airplane's logbooks indicate that the last annual inspection and 100-hour inspection was performed on March 10, 2007. The total time on the airframe at that time was determined to be 5,175.8 hours.
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: multi-engine land; single-engine land
- Flight time: 14,000 hours in all; 10,000 in this make and model; 200 in the last 90 days
- Last flight review: May 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Last inspection: 100-hour inspection
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE 331-10 (turboprop); 0 hours total
The flight
- Departed from: T88 Colorado City TX at 10:00 pm
- Destination: T88
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 5,500 ft
- Temperature: 82°F (28°C), dew point 63°F (17°C)
- Altimeter: 30.12 inHg
- Observation at 10:06 pm from KSNK, 14 miles away
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.