Aero Commander CALLAIR A-9B accident near Livonia, Missouri, July 27, 2026
On July 27, 2026 at about 1:19 pm local time, a 1970 Aero Commander CALLAIR A-9B, registered N7799V, was substantially damaged in an accident during maneuvering (low-alt flying) near Livonia, Missouri (Applegate 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).
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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
- July 27, 2026 · about 1:19 pm local time
- Place
- Livonia, Missouri · Applegate · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander CALLAIR A-9B, built 1970 · all CALLAIR A-9Bs on the register
- Registration
- N7799V · registry record · serial 1552
- 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 July 27, 2026, about 0819 central daylight time, an Aero Commander Callair A-9B airplane, N7799V, was substantially damaged when it was involved in an accident near Livonia, Missouri. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 agricultural application flight. The pilot stated that he was spraying a field at the time of the accident. When the airplane was about 50 feet above ground level, the engine lost power abruptly as it came over a tree line on a final application pass. The pilot conducted a forced landing into the soybean field. The airplane sustained damage to the ailerons, fuselage, empennage and rudder during the forced landing. Figure 1 – Airplane at accident site he pilot informed investigators that the airplane was fully fueled before the flight. Examinations of the engine and airframe fuel system are planned following recovery of the airplane from the accident site.
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 (low-alt flying) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The aircraft
- Last inspection: annual inspection
- Seats: 1
- Landing gear: fixed
- Operator: Cb Aerial Application LLC
The flight
- Departed from: 5MO Queen City MO at 12:35 pm
- Destination: 5MO Queen City MO
- Flight plan: none
- Runway 16, 2,295 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 73°F (23°C)
- Altimeter: 29.86 inHg
- Observation at 7:55 am from KIRK, 24 miles away
Weather report (METAR): METAR KIRK 271255Z AUTO 21007KT 10SM CLR 27/23 A2986
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 CEN26LA269.