Ayres Corporation S2R-T34 accident near Donalsonville, Georgia, August 10, 2009
On August 10, 2009 at about 7:25 pm local time, a Ayres Corporation S2R-T34, registered N2292E, was substantially damaged in an accident during landing (landing roll) near Donalsonville, Georgia (Private Airstrip airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the right main gear strut due to an improper weld repair by maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 2009 · about 7:25 pm local time
- Place
- Donalsonville, Georgia · Private Airstrip · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres Corporation S2R-T34 · all S2R-T34s on the register
- Registration
- N2292E · no longer on the register · serial T34-256
- 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 landing the right main gear collapsed, and the airplane skidded off the runway to the right. Examination of the airplane found the right main gear failed at an improper weld repair on the main strut. A review of the Landing Gear Repair Manual 4-102, Page 4-73, AC 43.13-1B, showed that the repair of the landing gear should include the use of a two-piece reinforcement sleeve made of the same material and at least the same gauge as the damaged tube. The repair made on the main strut had neither, with a single bead of weld across a crack in the strut.
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
- Landing gear collapse during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear › Failure
- cause Aircraft › Aircraft handling/service › Maintenance/inspections › (general) › Incorrect service/maintenance
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 21,000 hours in all; 14,000 in this make and model; 300 in the last 90 days; 175 in the last 30 days; 21,000 as pilot in command
- Last flight review: February 10, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 6,600 hours
- Last inspection: annual inspection, July 26, 2009; 66 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A SER (turboprop); 0 hours total
The flight
- Departed from: None Donalsonville GA at 7:00 pm
- Destination: None Donalsonville GA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 97°F (36°C), dew point 73°F (23°C)
- Altimeter: 30.11 inHg
- Observation at 9:53 pm from DHN, 38 miles away
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.
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.