Gulfstream-Schweizer A/C CORP GULFSTREAM AM G 164B accident near Delaplaine, Arkansas, June 3, 2015
On June 3, 2015 at about 10:18 pm local time, a 1982 Gulfstream-Schweizer A/C CORP GULFSTREAM AM G 164B, registered N8402K, was substantially damaged in an accident during takeoff near Delaplaine, Arkansas (Private airport). 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 pilot’s failure to establish a proper airspeed and angle-of attack during takeoff in elevated density altitude and light tailwind conditions, which resulted in an aerodynamic stall.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2015 · about 10:18 pm local time
- Place
- Delaplaine, Arkansas · Private · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Gulfstream-Schweizer A/C CORP GULFSTREAM AM G 164B, built 1982 · all GULFSTREAM AM G 164Bs on the register
- Registration
- N8402K · no longer on the register · serial 687B
- 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 commercial pilot was conducting an agricultural application flight. The pilot reported that the airplane had been refueled before the preceding flight, which was about 15 minutes long and was completed without incident, and that the fertilizer load was about the same on the accident flight as it was on the preceding flight. He added that the accident takeoff ground run was longer than for the previous takeoff and that, after he became aware of the extended ground run, the airplane was already past his predetermined takeoff "commitment" (go/no go) point. The airplane became airborne but did not climb. The tailwheel subsequently impacted a rice levee, and the airplane then settled into the field and came to rest inverted. The pilot noted that he never actually lost control of the airplane and that he did not perceive any issues with the airframe or the engine during the accident takeoff. A postaccident examination of the engine and airframe did not reveal any preimpact mechanical failures or malfunctions. An engine teardown examination revealed evidence consistent with engine operation at impact. The examination also revealed that the torsion shaft had failed due to torsional overload as a result of a sudden stoppage of the engine at impact. The density altitude was calculated to be about 1,680 ft, and a light tailwind existed at the time of the accident. The airplane was likely operating at or near its maximum gross weight, which, combined with the effects of the elevated density altitude and light tailwind conditions, resulted in the airplane becoming airborne at an airspeed that could not be maintained outside of ground effect. The pilot subsequently failed to maintain the proper angle-of-attack as he attempted to climb the airplane out of ground effect, which resulted in an aerodynamic stall.
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
- Aerodynamic stall/spin during takeoff defining event
- Collision with terrain or object (not controlled flight into terrain) during takeoff
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Attain/maintain not possible
- Environmental issues › Physical environment › Object/animal/substance › (general) › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 2,928 hours in all; 620 in this make and model; 60 in the last 90 days; 38 in the last 30 days; 2,868 as pilot in command
- Last flight review: November 11, 2014
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 12,489.5 hours
- Last inspection: annual inspection, February 2, 2015; 108 hours since
- Maximum gross weight: 6,100 lb
- Seats: 1
- Landing gear: fixed
- Engine: Honeywell / Airesearch TPE331-1-151A (turboprop); 11,981 hours total
- Operator: Wilson Flying Service Inc.
The flight
- Departed from: PVT Delaplaine AR at 10:15 pm
- Destination: PVT Delaplaine AR
- Flight plan: none
- Runway 24, 2,300 ft by 70 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 37 ft
- Temperature: 77°F (25°C), dew point 63°F (17°C)
- Altimeter: 29.96 inHg
- Observation at 10:53 pm from JBR, 23 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.
Other NTSB records under N8402K the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN15LA259.