Grumman Acft Eng Cor-Schweizer G-164B accident near Independence, Iowa, July 13, 2010
On July 13, 2010 at about 4:00 pm local time, a Grumman Acft Eng Cor-Schweizer G-164B, registered N8260K, was substantially damaged in an accident during maneuvering (low-alt flying) near Independence, Iowa. 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 pilot's failure to pay attention to the power lines and his subsequent failure to maintain clearance from the corn field during the aerial application flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 13, 2010 · about 4:00 pm local time
- Place
- Independence, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman Acft Eng Cor-Schweizer G-164B · all G-164Bs on the register
- Registration
- N8260K · registry record · serial 639B
- 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 making an aerial application pass at the south end of a field when the accident occurred. A 30-foot-tall power line ran north and south through the middle of the field. The pilot stated he was paying attention to the trees along the south end of the field during the pass when he realized that he was approaching the wires. He was unable to climb over the wires so he decided to fly under them. In doing so, the airplane contacted 7-foot-high corn and the airplane was pulled down into the field. Substantial damage resulted to the lower wings and the main landing gear mounting truss.
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
- Low altitude operation/event during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
- Environmental issues › Physical environment › Object/animal/substance › (general) › Contributed to outcome
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,750 hours in all; 150 in this make and model; 100 in the last 90 days; 30 in the last 30 days; 7,000 as pilot in command
- Last flight review: June 20, 2009
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 10,003 hours
- Last inspection: annual inspection, June 25, 2010; 20 hours since
- Maximum gross weight: 6,075 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT6-20 (turboprop); 0 hours total
- Operator: Hoppe Airspay LLC
The flight
- Departed from: IIB Independence IA at 3:15 pm
- Destination: IIB Independence IA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 61°F (16°C)
- Altimeter: 30.03 inHg
- Observation at 3:45 pm from ALO, 24 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.