Grumman Acft Eng Cor-Schweizer G 164B accident near Iowa, Louisiana, May 4, 2016
On May 4, 2016 at about 4:30 pm local time, a 1982 Grumman Acft Eng Cor-Schweizer G 164B, registered N8400K, was substantially damaged in an accident during landing 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
The pilot's failure to maintain directional control while landing with an inoperative right brake.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 2016 · about 4:30 pm local time
- Place
- Iowa, Louisiana · O'Brien Flying Service · 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, built 1982 · all G 164Bs on the register
- Registration
- N8400K · registry record · serial 685B
- 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 of the agricultural application airplane was landing at a satellite airport when he noticed that the right brake was not operating. He executed a go-around and diverted to his home airport, which was equipped with a longer, wider runway. The pilot reported that, during the landing roll, a "gust of wind turned the airplane to the left," and he attempted to correct by applying full power. The airplane subsequently exited the left side of the runway and impacted a fence.
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
- Loss of control on ground during landing defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine sea; single-engine land; instrument: airplane
- Flight time: 20,108 hours in all; 17,787 in this make and model; 225 in the last 90 days; 120 in the last 30 days; 19,788 as pilot in command; 0 on instruments
- Last flight review: March 18, 2016
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 11,620 hours
- Last inspection: 100-hour inspection, March 3, 2016
- Maximum gross weight: 3,750 lb
- Seats: 1
- Landing gear: fixed
- Engine: Airesearch TPE331 (turboprop); 1,312 hours total
- Operator: O'Briens Flying Service INC
The flight
- Departed from: PRI Ames LA at 4:10 pm
- Destination: LA71 Iowa LA
- Flight plan: none
- Runway 03, 3,800 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 52°F (11°C)
- Altimeter: 30.03 inHg
- Observation at 5:53 pm from KLCH, 13 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 N8400K 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.