Gulfstream-Schweizer A/C CORP GULFSTREAM accident near Iowa, Louisiana, May 7, 2009
On May 7, 2009 at about 8:45 pm local time, a Gulfstream-Schweizer A/C CORP GULFSTREAM, registered N8080K, was destroyed in an accident during initial climb near Iowa, Louisiana (O'Brien Flying Service 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
A partial loss of engine power due to the Number 8 cylinder head cracking and separating from the barrel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 7, 2009 · about 8:45 pm local time
- Place
- Iowa, Louisiana · O'Brien Flying Service Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gulfstream-Schweizer A/C CORP GULFSTREAM G-164B
- Registration
- N8080K · registry record · serial 554 B
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During initial takeoff from a private airfield, the single-engine agricultural airplane experienced a substantial loss of engine power. The pilot was unable to restore engine power and performed a forced landing to a field. During the landing roll-out the airplane collided with a levy, nosed over, and caught fire. The pilot was able to egress the airplane uninjured before the airplane was consumed by the postimpact fire. The airplane had been fully fueled and loaded with applicant. An inspection of the engine revealed that the Number 8 cylinder assembly cracked through the spark plug holes, resulting in the cylinder head separating from the barrel in flight.
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
- Powerplant sys/comp malf/fail during initial climb defining event
- Loss of engine power (partial) during initial climb
- Off-field or emergency landing during emergency descent
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,000 hours in all; 250 in this make and model; 150 in the last 90 days; 100 in the last 30 days; 800 as pilot in command
- Last flight review: September 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 13,410 hours
- Last inspection: annual inspection, March 1, 2009; 72 hours since
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R-1340-AN1 (piston); 0 hours total
- Fire on the ground
- Operator: O Brien Flying Service INC
The flight
- Departed from: LA71 Iowa LA
- Destination: LA71 Iowa LA
- Flight plan: none
- Runway 21, 3,800 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,200 ft; scat at 2,800 ft
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 29.92 inHg
- Observation at 6:50 pm from CWF, 7 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.