Grumman Acft Eng Cor-Schweizer G 164A accident near Topeka, Kansas, July 21, 2016
On July 21, 2016 at about 12:30 pm local time, a 1971 Grumman Acft Eng Cor-Schweizer G 164A, registered N7997, was substantially damaged in an accident during maneuvering (low-alt flying) near Topeka, Kansas. 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 maintain clearance from a wire during an agricultural flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 2016 · about 12:30 pm local time
- Place
- Topeka, Kansas · 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 164A, built 1971 · all G 164As on the register
- Registration
- N7997 · registry record · serial 858
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
On his ninth spray pass, the pilot stated that he did not maintain adequate clearance above a wire near the edge of the field. He attempted an evasive climb after noticing the wire, but was unsuccessful, and the airplane contacted the wire. Following the wire strike, the pilot was able to recover the airplane and landed without further incident. The airplane sustained substantial damage to the left wing.
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
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › Wire › Awareness of condition
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 750 hours in all; 135 in this make and model; 135 in the last 90 days; 45 in the last 30 days; 720 as pilot in command
- Last flight review: May 30, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 8,000 hours
- Last inspection: 100-hour inspection, June 23, 2016; 20 hours since
- Maximum gross weight: 2,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt And Whitney (piston); 0 hours total
- Operator: Hunninghake Aerial Spraying LLC
The flight
- Departed from: 62K Seneca KS at 11:50 am
- Destination: 62K Seneca KS
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 30.04 inHg
- Observation at 12:53 pm from KTOP, 3 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 N7997 the same tail number, which may have belonged to a different aircraft at the time
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.