Ayres S2R accident near Crewe, Virginia, January 14, 2001
On January 14, 2001 at about 2:00 pm local time, a Ayres S2R, registered N222GK, was substantially damaged in an accident near Crewe, Virginia (Crewe Municipal airport). It was a positioning 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
the loss of engine power due to the pilot's inadequate preflight planning and exhaustion of his fuel supply.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 14, 2001 · about 2:00 pm local time
- Place
- Crewe, Virginia · Crewe Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R
- Registration
- N222GK · registry record · serial G6-145
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed on an estimated 1-hour positioning flight with an unknown quantity of fuel. He did not visually verify the quantity in the tanks, and he estimated that the quantity indicated on the fuel gauge would be sufficient for 1 hour 30 minutes of flight. About 20 minutes after departure, the pilot determined his fuel supply had diminished into his 'reserve' and he landed at an airport for fuel. The pilot taxied to the pump but an airport employee communicated through hand signals that fuel was unavailable for approximately 1 hour and 30 minutes, and without stopping the engine, the pilot elected to continue the flight. About 55 minutes after the initial takeoff, the engine stopped running, and the pilot performed a forced landing to wooded terrain. Examination of the wreckage revealed no evidence of fuel spillage and no odor of fuel at the scene. About 1 gallon of residual fuel was recovered from the airplane's fuel system. When asked if fuel was available prior to his original departure, the pilot said: "Yeah, there was. I taxied right by it."
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; instrument: airplane
- Flight time: 7,500 hours in all; 2,315 in this make and model
- Last flight review: February 28, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 2,315 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Airesearch TPE 331 (turboprop); 0 hours total
The flight
- Departed from: LKU Louisa VA at 1:20 pm
- Destination: W81 Crewe VA
- Flight plan: none
- Runway 15, 3,300 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 3,900 ft
- Temperature: 39°F (4°C), dew point 30°F (-1°C)
- Altimeter: 30.27 inHg
- Observation at 3:01 pm from LKU, 50 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.