Grumman American Avn. CORP. G-164B accident near Fowler, Indiana, August 15, 2025
On August 15, 2025 at about 11:10 pm local time, a 1976 Grumman American Avn. CORP. G-164B, registered N7015N, was substantially damaged in an accident during maneuvering near Fowler, Indiana. 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).
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The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 15, 2025 · about 11:10 pm local time
- Place
- Fowler, Indiana · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman American Avn. CORP. G-164B, built 1976 · all G-164Bs on the register
- Registration
- N7015N · registry record · serial 129B
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative preliminary · quoted from the NTSB record
On August 15, 2025, about 1910 eastern daylight time, a Grumman American Avn. Corp. G-164-B airplane, N7015N, was substantially damaged when it was involved in an accident near Fowler, Indiana. The pilot was not injured. The airplane was operated under Title 14 Code of Federal Regulations Part 137 as an aerial application flight. According to the pilot, he departed a private airstrip just north of Sheldon, Illinois, earlier that day and had been flying for about 5 hours, stopping a few times for fuel and aerial application product. He was on his last spray run of the day when the engine suddenly stopped. The pilot advanced the throttle, but there was no response from the engine. He landed the airplane in a bean field. The wings and fuselage sustained substantial damage. The pilot estimated that he had about 60 gallons of fuel on board at the time of the accident. The engine was overhauled 6 weeks before the accident and had accumulated about 155 hours. A postaccident examination revealed that the sensing line for the fuel control unit was severed. The airplane was retained for further examination.
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 engine power (total) during maneuvering defining event
The aircraft
- Seats: 1
- Landing gear: fixed
The flight
- Departed from: NA Sheldon IL at 7:00 pm
- Destination: NA Sheldon IL
Weather at the time
- Light: daylight
- Wind: from 190° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 70°F (21°C)
- Altimeter: 30.07 inHg
- Observation at 6:54 pm from KLAF, 21 miles away
Weather report (METAR): KLAF 152254Z 19004KT 10SM CLR 32/21 A3007
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N7015N 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 CEN25LA323.