Ayres S2R-600 accident near Vero Beach, Florida, May 26, 1990
On May 26, 1990 at about 1:30 pm local time, a Ayres S2R-600, registered N40145, was substantially damaged in an accident near Vero Beach, Florida. 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 OPERATION OF THE AIRPLANE WITH AN UNAIRWORTHY PROPELLER BY THE OPERATOR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 26, 1990 · about 1:30 pm local time
- Place
- Vero Beach, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres S2R-600
- Registration
- N40145 · registry record · serial 2558R
- 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 PLT STATED THAT WHILE MANEUVERING, HE FELT A SEVERE VIBRATION. HE DUMPED THE CHEMICAL & DURING THE FORCED LANDING, COLLIDED WITH TREES BEFORE COMING TO REST. EXAM OF THE ACFT REVEALED THAT THE NO. 2 PROP BLADE COUNTERWEIGHT BEARING SHAFT FAILED DUE TO FATIGUE. ACCORDING TO THE METALLURGIST, THE FATIGUE WAS DUE TO BENDING STRESS WHICH WAS CAUSED BY EXCESSIVE CLEARANCE BETWEEN THE SHAFT & THE BUSHED HOLE IT WAS POSITIONED IN. THIS ALLOWED CENTRIFUGAL FORCE TO POSITION THE BLADE TO HIGH PITCH, RESULTING IN UNEQUAL THRUST. THE PROP WAS OVERHAULED IN 1987 BUT THE TOTAL TIME SINCE THAT TIME COULD NOT BE DETERMINED. THE PROP WAS REPAIRED ABOUT 10 WEEKS PRIOR TO THE ACCIDENT BUT HAD ONLY ACCUMULATED 3.4 HRS SINCE THE REPAIR. ACCORDING TO THE PROP OVERHAUL FACILITY GENERAL MGR, THE PROP WAS RETURNED TO THE OPERATOR AFTER THE ACCIDENT BUT THE APPROVED FOR SERVICE LINE ON THE WORK ORDER WAS NOT SIGNED. ACCORDING TO THE CHIEF INSPECTOR OF THE REPAIR FACILITY, FURTHER INSP WAS NECESSARY TO DETERMINE IF THE PROP WAS AIRWORTHY.
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; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 7,000 hours in all; 3,000 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 6,700 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,006 hours
- Last inspection: annual inspection, May 11, 1990; 4 hours since
- Maximum gross weight: 6,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R1340 (piston); 0 hours total
- Operator: Sunniland Aircraft Sales, INC.
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 120° at 16 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 3,000 ft; scat at 1,500 ft
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 1:50 pm from VRB, 10 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.