Ayres S2R-G10 accident near Maricopa, Arizona, June 9, 2003
On June 9, 2003 at about 10:15 pm local time, a Ayres S2R-G10, registered N6117X, was substantially damaged in an accident near Maricopa, Arizona. 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 pilot's failure to maintain clearance/altitude from terrain during an aerial application, which resulted in an in-flight collision with terrain. A factor associated with the accident is the pilot's diverted attention while resetting a circuit breaker.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 2003 · about 10:15 pm local time
- Place
- Maricopa, Arizona · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-G10
- Registration
- N6117X · registry record · serial G10-103
- 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 airplane collided with the ground during aerial applications. En route to a field, the pilot related that the circuit breaker for the torque indicator popped. After it was reset, the pilot began his descent to the field and the torque indicator popped the circuit breaker for a second time. The pilot reset the breaker, and then the airplane impacted the ground. Post accident examination revealed that the insulation on the wiring to the torque meter had worn off, resulting in the circuit breaker tripping off line. The lower cowling contained pieces of the combustion liner, and a 1½-inch hole was located in the bottom of the combustion liner. The torque meter area displayed signatures consistent with extensive heat. An internal examination revealed aluminum and titanium deposits on the turbine blades, indicative of a running engine at the time of impact. No pre-existing condition was found on the engine that would have interfered with its normal operation.
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: 8,210 hours in all; 1,400 in this make and model; 45 in the last 90 days; 15 in the last 30 days; 7,290 as pilot in command
- Last flight review: February 27, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 4,506.6 hours
- Last inspection: annual inspection, April 20, 2003; 41 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Honeywell TPE-331-10 (turboprop); 0 hours total
The flight
- Departed from: PVT Stanfield AZ at 10:10 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 18,000 ft
- Temperature: 102°F (39°C), dew point 21°F (-6°C)
- Altimeter: 29.75 inHg
- Observation at 9:56 pm from KPHX
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.