Ayres S2R-600 accident near Calipatria, California, March 11, 2004
On March 11, 2004 at about 6:00 pm local time, a Ayres S2R-600, registered N8520V, was substantially damaged in an accident near Calipatria, California (Cliff Hatfield Memorial Airpor). 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
the failure of ground personnel to refuel the airplane with the proper fuel grade/octane, resulting in the airplane's loss of engine power. Also causal was the pilot's failure to detect the fuel problem during a preflight inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 11, 2004 · about 6:00 pm local time
- Place
- Calipatria, California · Cliff Hatfield Memorial Airpor · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-600
- Registration
- N8520V · no longer on the register · serial 2280R
- 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 experienced a total loss of engine power and ground looped during an off airport landing in a plowed field. Prior to takeoff, the pilot loaded the airplane with chemical application and had the left tank filled with fuel. After the airplane was airborne, he felt the engine lose power, but the instrument gauges showed normal indications. He decided to open the dump gate in an effort to release the chemical load, and prevent the airplane from stalling. The airplane lost complete power, and the pilot began to search for adequate terrain to land. During touchdown in a plowed field, the airplane bounced back into the air and veered to the left, crossing several field rows. During the second touchdown, the main wheels crossed the plowed furrows and the airplane ground looped. After the accident the pilot found out that prior to departure, the airplane was refueled with Jet-A fuel, as opposed to the required Avgas. While at the fuel island, a new employee had mistakenly filled the Avgas fuel truck with Jet-A fuel. The employee then used the Jet-A fuel in the truck to refuel the airplane. In an effort to help avoid similar problems, the operator has ordered new nozzles for the fueling points to help distinguish the Jet-A tank from Avgas tank. The pilot reported no preimpact mechanical malfunctions or failures with the airplane.
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; rotorcraft: helicopter
- Flight time: 3,159 hours in all; 600 in this make and model; 94 in the last 90 days; 41 in the last 30 days
- Medical certificate: Class 2
- Seat: ctr
- Injury: serious injuries
The aircraft
- Landing gear: fixed
- Engine: Pratt & Whitney R1340-AN1 (piston); 0 hours total
The flight
- Departed from: KCLR Calipatria CA
- Destination: KCLR Calipatria CA
- Flight plan: none
- Runway 26
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°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 N8520V 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.