Ayres S2-R accident near Lenora, Texas, November 1, 2007
On November 1, 2007 at about 11:00 pm local time, a Ayres S2-R, registered N32984, was substantially damaged in an accident near Lenora, 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 separation of the "P3" line from the engine's fuel control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 2007 · about 11:00 pm local time
- Place
- Lenora, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2-R
- Registration
- N32984 · registry record · serial G10-116
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
A single-turbine engine airplane, lost engine power during cruise, and the pilot performed a forced landing. He reported that during cruise flight, "the engine just quit in mid-air". An examination of the airplane on-site revealed structural damage during the forced landing, and fuel was present in the airplane's fuel tanks. After the aircraft had been recovered, a visual inspection of the engine was conducted, and no noticeable reason for the loss of engine power was found. An additional inspection was to be conducted at the engine manufacturer's facility. However, when the mechanics were preparing the engine for removal from the airframe, a line going to the fuel control was found to be loose, and essentially fell apart. The line, identified as the "P3" line, had separated from the AN fitting. Further examination of the fitting/hose identified, sooting or heat marks, on and near the AN fitting, as well as further along the hose. The hose's fire-sleeve covering was removed and revealed, that approximately one-foot of the braided hose had been burnt. According to the engine manufacturer when the engine is running, if the "P3" line is disconnected from the fuel controller, fuel flow to the engine will be at the "sub- idle" condition.
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; instrument: airplane
- Flight time: 12,000 hours in all; 300 in the last 90 days; 150 in the last 30 days; 11,500 as pilot in command
- Last flight review: January 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Last inspection: 100-hour inspection
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE331 (turboprop); 0 hours total
- Operator: Chiles Flying Service, Inc.
The flight
- Departed from: 2F5 Lamesa TX
- Destination: Lenora TX
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 070° at 5 knots
- Sky: clear
- Temperature: 64°F (18°C), dew point 27°F (-3°C)
- Altimeter: 30.14 inHg
- Observation at 11:25 pm from KBPG, 25 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.