Ayres Corporation S2R T34 accident near Climax, Georgia, July 9, 2015
On July 9, 2015 at about 2:50 pm local time, a 1994 Ayres Corporation S2R T34, registered N524SL, was substantially damaged in an accident during takeoff near Climax, Georgia (Vada 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
A loss of thrust on takeoff for reasons that could not be determined, because postaccident examination of the engine and propeller assembly did not reveal any mechanical anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 2015 · about 2:50 pm local time
- Place
- Climax, Georgia · Vada · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres Corporation S2R T34 DC, built 1994 · all S2R T34s on the register
- Registration
- N524SL · registry record · serial T34203DC
- 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 commercial pilot of the single-engine, turboprop-equipped, agricultural airplane stated that just after becoming airborne on takeoff, the airplane quickly settled to the ground due to a loss of thrust from the propeller. The airplane struck a wire fence and came to rest in a cornfield at the end of the runway. The engine continued to run at takeoff power before it was shut down. Postaccident examination of the engine revealed no evidence of mechanical malfunctions or anomalies. The engine power section displayed contact signatures to its internal components, consistent with the engine developing power at the time of impact. Examination of the propeller revealed no evidence of any material anomalies or mechanical deficiencies that would have precluded normal operation prior to impact. Damage to the blades and assembly was consistent with high impact forces during repeated ground strikes of the blades while under power. Although the pilot reported that the propeller stopped producing thrust on takeoff, no mechanical anomalies were noted that would have caused the propeller to do so, and the reason for the reported loss of thrust could not be determined.
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
- Miscellaneous/other during takeoff defining event
- Runway excursion during takeoff (rejected takeoff)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 6,987 hours in all; 2,000 in this make and model; 6,800 as pilot in command
- Last flight review: April 1, 2014
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 12,359.9 hours
- Last inspection: 100-hour inspection, June 18, 2015; 47 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P & W PT6A-34 (turboprop); 27,562 hours total
- Operator: Lewis AG Aviation INC
The flight
- Departed from: None Climax GA at 2:50 pm
- Destination: None Climax GA
- Flight plan: none
- Runway 27C, 1,900 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots, gusting 6
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
- Observation at 2:00 pm from CXU, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on January 23, 2017. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 7 pages | View Download |
| 2 | Record of Conversation - Pilot | PDF, 1 page | View Download |
| 3 | FAA Inspector Statement | PDF, 3 pages | View Download |
| 4 | Record of Conversation - FAA Inspector | PDF, 1 page | View Download |
| 5 | Photos of Airplane | PDF, 2 pages | View Download |
| 6 | Last Annual - Engine | PDF, 2 pages | View Download |
| 7 | Maintenance Logs - Propeller | PDF, 1 page | View Download |
| 8 | Pratt & Whitney - Canada Factual Report | PDF, 34 pages | View Download |
| 9 | Hartzell Propeller Factual Report | PDF, 12 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N524SL 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.