Ayres S2R-T34 accident near West Helena, Arkansas, December 13, 1995
On December 13, 1995 at about 5:15 pm local time, a Ayres S2R-T34, registered N3090C, was substantially damaged in an accident near West Helena, Arkansas. It was a ferry flight under general aviation rules (Part 91). 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
Binding of the power lever linkage, due to corrosion, which resulted in a situation that led to an inadvertent shut-down of the engine at a critical point on the approach to land. A factor relating to the accident was: inadequate maintenance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 13, 1995 · about 5:15 pm local time
- Place
- West Helena, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-T34
- Registration
- N3090C · no longer on the register · serial T34-075DC
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was being ferried to West Helena, Arkansas, to accomplish an annual inspection. As it approached the destination airport, the pilot attempted to retard the power to enter the traffic pattern, but the power lever would not respond to any input. The pilot made three approaches in attempts to land, but was unable to slow the airplane below 135 knots. On his fourth approach, he elected to move the condition lever from flight idle to ground idle. However, it inadvertently went past the idle stop, and the engine lost power. The airplane landed short of the runway and impacted trees. An examination of the fuel control system revealed the fuel control linkage was corroded. The pilot reported that the airplane had been washed at the end of each day and that the control linkage had been lubricated on a regular basis. After the accident, he recommended the control linkage be lubricated daily, while working with fertilizer or any other corrosive material.
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: single-engine land
- Flight time: 18,426 hours in all; 10,800 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 8,000 hours
- Last inspection: annual inspection, March 6, 1995; 1,000 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-34AG (turboprop); 0 hours total
The flight
- Departed from: NONE Jonesville LA at 4:00 pm
- Destination: HEE
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 20 knots, gusting 22
- Visibility: 10 statute miles
- Sky: overcast at 5,000 ft; not recorded
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
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.
Other NTSB records under N3090C 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.