Grumman G-164B accident near Superior, Nebraska, May 31, 2003
On May 31, 2003 at about 9:40 pm local time, a Grumman G-164B, registered N48597, was substantially damaged in an accident near Superior, Nebraska (Superior Municipal Airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed, and the delayed remedial action by the pilot, resulting in a stall. Factors to the accident included the aircraft’s low altitude and the pilot's lack of experience in the make/model of aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 2003 · about 9:40 pm local time
- Place
- Superior, Nebraska · Superior Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-164B · all G-164Bs on the register
- Registration
- N48597 · no longer on the register · serial 80B
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During a climbing departure after takeoff, the aerial application airplane encountered a stall and impacted the terrain. The pilot reported a vibration in the tail followed by an uncontrolled descent. The pilot stated he proceeded to jettison his load of water and lowered the nose to regain control of aircraft. The pilot reported his remedial action was unsuccessful and the aircraft "kept coming down." The pilot's total flight time in the accident make and model aircraft was less than one hour. The pilot indicated the winds were light and variable, however he believed he encountered "bad air" and "lateral wind shear." A local weather observation indicated the winds were light and variable around the time of the accident.
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
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 11,428 hours in all; 1 in this make and model; 101 in the last 90 days; 94 in the last 30 days; 11,428 as pilot in command
- Last flight review: December 26, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, May 21, 2003
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R-985 AN14B (piston); 0 hours total
The flight
- Departed from: 12K Superior NE at 9:40 pm
- Flight plan: none
- Runway 14, 3,700 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 9:55 pm from CNK, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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 N48597 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.