Ayres S2R-T34 accident near Corning, Arkansas, June 14, 1997
On June 14, 1997 at about 3:17 pm local time, a Ayres S2R-T34, registered N3103D, was destroyed in an accident near Corning, Arkansas. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The in-flight separation of the left wing as result of fatigue crack of the lower spar cap due to inadequate materials by the manufacturer. A factor was the operator's failure to comply with a published service bulletin on the airframe.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 1997 · about 3:17 pm local time
- Place
- Corning, Arkansas · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-T34
- Registration
- N3103D · no longer on the register · serial T34-153
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The left wing of an agricultural airplane separated in flight while maneuvering during an aerial application flight. A witness observed the left wing of the airplane falling to the ground and the 'airplane cork screwing to the ground.' The left wing came to rest 90 yards from the tree line, with the main wreckage coming to rest approximately 289 yards beyond the left wing. A metallurgical examination of the fractured wing revealed that the separation of the lower spar cap was the result of a fatigue crack that emanated from the 1/4 inch diameter hole for the center splice fitting. The examination also revealed that the tensile strengths for the left wing spar cap was lower that that specified in the engineering drawing provided by the manufacturer. A review of the airframe records revealed that Ayres Service Bulletin No. SB-AG-39 ('Wing Spar Inspection and Fatigue Life Extension'), issued 17 September 1996, had not been complied with by the operator. This SB included procedures for accomplishing a magnetic particle inspection around the lower spar cap's bolt holes.
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: 18,400 hours in all; 1,500 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,668 hours
- Last inspection: annual inspection, April 21, 1997; 200 hours since
- Maximum gross weight: 8,100 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-T34AG (turboprop); 0 hours total
The flight
- Departed from: Delaplaine AR at 2:45 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 340° at 11 knots
- Visibility: 7 statute miles
- Sky: scat at 5,000 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 5:49 pm from JBR, 34 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.