Ayres Corporation S2R-600 accident near Hazelton, Idaho, August 3, 2011
On August 3, 2011 at about 4:00 pm local time, a Ayres Corporation S2R-600, registered N4021S, was substantially damaged in an accident during takeoff near Hazelton, Idaho (Hazelton Municipal Airport). 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
Partial loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 2011 · about 4:00 pm local time
- Place
- Hazelton, Idaho · Hazelton Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Ayres Corporation S2R-600 · all S2R-600s on the register
- Registration
- N4021S · no longer on the register · serial 2561R
- 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 pilot was departing on an agricultural application flight, and, during takeoff, the engine lost partial power. The pilot released the load of fertilizer and attempted to land on a road. However, the airplane was unable to sustain flight, and the pilot landed the airplane in a field. The airplane collided with concrete obstacles during the landing roll. Postaccident wreckage examination and component testing did not reveal a mechanical reason for the partial power loss. The reported weather conditions were not conducive to serious carburetor icing at cruise power; the engine was operating at a high power setting for takeoff, indicating that carburetor ice was likely not the reason for the partial loss of engine power.
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
What happened, in order
- Loss of engine power (partial) during takeoff defining event
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 3,325 hours in all; 1,763 in this make and model; 375 in the last 90 days; 208 in the last 30 days
- Last flight review: August 12, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 11,754 hours
- Last inspection: annual inspection, June 1, 2011; 7 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt And Whitney R1340 (piston); 0 hours total
- Operator: Crop Jet Aviation
The flight
- Departed from: U94 Hazelton ID at 3:55 pm
- Destination: U94 Hazelton ID
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 52°F (11°C)
- Altimeter: 30.07 inHg
- Observation at 3:53 pm from KJER, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.