Thrush S2R-G10
Everything here is true of every aircraft of the type, not of any one aircraft.
The S2R-G10 is the Ayres Thrush with a Garrett (now Honeywell) TPE331-10 turboprop, a 1990s conversion-era turbine Thrush on the 510-gallon airframe. The NZ type-acceptance report lists it at 6,000 lb normal-category gross with one seat or two in the dual-cockpit version; AgAir Update listings call it the 510 G-10.
A Garrett Thrush is a known quantity in the ag world but a different one from the PT6 fleet: the TPE331's hot-section and gearbox intervals, and the specialist shops that support them, set the running cost, and the geared single-shaft engine has handling habits a PT6 pilot has to relearn. The one listing read had 9,980 engine hours with 387 since hot section and a wing-spar AD due in roughly 3,600 hours, which is exactly the inspection the price should hinge on. The restricted-category operating weight in the flight manual is higher than the 6,000 lb normal figure recorded here; read the AFM for the aircraft. A single asking price is not a band and is left in the notes.
Variants of the Thrush S-2R
Also consider
TAILFAX SCORE
Among 1–2 seat turboprops (16 models)
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What it is
| Seats | 1 |
|---|---|
| Landing gear | taildragger |
| Engines | 1 |
| Engine | Honeywell (Garrett) TPE331-10 |
| Horsepower | — |
| Fuel | JetA |
| Certification basis | FAR23 |
| Production start | — |
| Production end | — |
| Endorsements required | tailwheel;high-performance;complex |
Performance
| Cruise (75 % power) | — |
|---|---|
| Range (75 %, standard fuel, 30-min reserve) | — |
| Service ceiling | — |
| Climb rate | — |
| Stall speed (Vso) | — |
| Takeoff over 50 ft | — |
| Landing over 50 ft | — |
Load and fuel
| Seats | 1 |
|---|---|
| Useful load | — |
| Full-fuel payload | — |
| Max takeoff weight | 6,000 lb |
| Empty weight | — |
| Usable fuel | — |
| Fuel burn at cruise | — |
Estimated cost to own
An estimate, not a quote. Change the inputs to match how you would fly it. Defaults are for a single-engine turboprop.
| Maintenance reserve | hourly | not counted | |
| Insurance | fixed | $15,000/yr | |
| Annual inspection | fixed | not counted | |
| Hangar | fixed | not counted |
Not in the totals: Maintenance reserve, Annual inspection, Hangar. We have no reliable default for these lines; enter your figure to include them.
No fuel burn is on record for this model, so fuel is not included.
No TBO or overhaul cost is on record for this model, so the engine reserve is not included.
How these estimates are built. Fuel = this model's typical burn x the national average price from AirNav's Fuel Price Report (100LL $7.41, Jet A $7.66 per gallon, 5 Oct 2026; your airport may differ by $2 or more). Engine reserve = typical overhaul cost / TBO for this engine. The remaining lines are class-level defaults, not quotes for this aircraft: annual inspection is the base inspection fee (findings are counted in the per-hour maintenance line); insurance assumes an instrument-rated owner with time in type and a $1M liability limit - less experienced pilots commonly pay 1.5-2x; hangar and tie-down are national mid-tier figures, with rural and metro options; the rental rate is a 2026 flight-school rate for a comparable aircraft, including fuel. Twin and turboprop maintenance defaults are estimates, not published figures. Sources: AirNav, BWI Aviation Insurance (2019-2026), Flying (May 2026), Savvy Aviation, American Flight Schools, published airport rate sheets. Every default is editable - change any number to match your situation. Depreciation, taxes, financing and major upgrades are not included. Depreciation is not included. An estimate, not a quote.
Cost of ownership
| Price, low | — |
|---|---|
| Price, high | — |
| Prices as of | — |
| Engine TBO | — |
| Overhaul cost, low | — |
| Overhaul cost, high | — |
The fleet and its record
| Registered, all time | 65 |
|---|---|
| Active fleet | 28 |
| Median year built | 1997 |
| NTSB events, last 10 years | 3 |
| Fatal events, last 10 years | 1 |
| Events per 1,000 active, last 10 years | 107.14 · thin base (low)1 |
| Personal-flying events per 1,000 active | 0 · thin base (low)2 |
| Ownership transfers, last 24 months | 4 |
| Transfers per 100 active | 14.29 · thin base (low)3 |
| Airworthiness directives | 0 |
| Directives, last 5 years | 0 |
| Rate confidence | low |
- Events per 1,000 active, last 10 years: per 1,000 active aircraft · base 28 active.
- Personal-flying events per 1,000 active: per 1,000 active aircraft · base 28 active.
- Transfers per 100 active: per 100 active aircraft · base 28 active.
Peer scores6
| Peer class | Fixed wing single-engine, turbo-prop, 1 engine, 1-2 seats |
|---|---|
| Accident record | 5.7 of 10 · scored on 21 years of events (fewer than 10 in the last 10)1 |
| Severity | 5.3 of 10 · scored on 21 years of events (fewer than 10 in the last 10)2 |
| Access | 2 of 103 |
| Support | 3.9 of 104 |
| Liquidity | 2.7 of 105 |
| Overall (sum of the categories shown) | 19.6 out of 506 |
These record scores treat Thrush S2R-G10 as one design with the same aircraft registered under other names: it includes 6 aircraft registered under THRUSH AIRCRAFT INC. Prices are not combined.
- Accident record: class median 0 · 16 models in class.
- Severity: class median 20.2.
- Access: class median 5,000.
- Support: class median 48.
- Liquidity: class median 23.47.
- Each of the five categories places the model within its peer class, from 0 (the worst of the class) to 10 (the best): a position among comparable models, not a grade. The overall score is the sum of the categories shown that are scored, out of 10 for each (50 when all five are); it is given only when at least 4 of the five are scored, and it can be set against another model's only when both are in the same peer class and scored on the same categories. When accident record and severity cannot be scored because the model has too few records, the other three give a partial score out of 30, labelled as such; it is never set against a full score.
Data as of: FAA registry Sep 28 · NTSB Oct 2 · ADs Oct 8 · scores Sep 30