Allied Ag Cat Productions, Inc G-164B accident near Dyess, Arkansas, June 19, 2003
On June 19, 2003 at about 4:45 pm local time, a Allied Ag Cat Productions, Inc G-164B, registered N8375K, was substantially damaged in an accident near Dyess, Arkansas. 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 loose fittings on the bleed air system which resulted in a loss of engine power, and the unsuitable terrain encountered during the forced landing. Factors to the accident were the watery and the muddy conditions and the inadequate fastening of the bleed air system components by maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 2003 · about 4:45 pm local time
- Place
- Dyess, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Allied Ag Cat Productions, Inc G-164B
- Registration
- N8375K · registry record · serial 668B
- 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 airplane received substantial damage when it flipped over in a rice field filled with water and mud following a loss of engine power and subsequent forced landing. The pilot reported flying at an altitude of approximately 500 feet above ground level when he noticed a loss in engine power. The pilot attempted to land on a private road but was unable to stop on the road. An examination of the engine revealed that the fuel control unit's PY fitting at the fuel control unit was not tight. A black rubber like substance was found adhering to the bleed-off valve seat to gas generator-mating surface and appeared to be left by the O-ring. The O-ring packing material was found in the P3 air passageway, which allowed the valve to open to an undetermined extent, from the gas generator case to the bleed-off valve part number 3100829-03, serial number: A-3843. Two attach screws part number MS9923-31, were observed to be loose.
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
- Flight time: 5,242 hours in all; 181 in this make and model; 181 in the last 90 days; 68 in the last 30 days; 5,150 as pilot in command
- Last flight review: January 8, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
- Injury: fatal
The aircraft
- Airframe total time: 181 hours
- Last inspection: 100-hour inspection; 13 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT6A-34AG (turboprop); 0 hours total
The flight
- Departed from: 6M8 Marked Tree AR at 4:20 pm
- Destination: 6M8
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 6 statute miles
- Sky: a few clouds at 3,600 ft
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 29.90 inHg
- Observation at 4:53 pm from HKA, 30 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.
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.