Grumman-Schweizer G-164C accident near De Witt, Arkansas, May 5, 2008
On May 5, 2008 at about 7:00 pm local time, a Grumman-Schweizer G-164C, registered N6671K, was substantially damaged in an accident during initial climb near De Witt, Arkansas (De Witt Muni 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 improper decision to attempt to close the canopy in flight, and his diverted attention resulting in the airplane impacting the terrain. Contributing to the accident was the excessively worn canopy latch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 2008 · about 7:00 pm local time
- Place
- De Witt, Arkansas · De Witt Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman-Schweizer G-164C
- Registration
- N6671K · registry record · serial 15c
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
Shortly after initial takeoff for an aerial application flight, the airplane's canopy opened. At an altitude of approximately 300 feet above the ground the commercial pilot pulled the throttle back while attempting to close the canopy. After unsuccessfully trying to close the canopy, the pilot pushed the throttle back up but the engine did not respond fast enough to prevent the airplane from impacting the ground. Examination of the airplane revealed a bent firewall and both main landing gear were torn from the airplane. The canopy latch showed excessive wear and lacked any lubrication.
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
- Sys/Comp malf/fail (non-power) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during initial climb
The NTSB's findings
- factor Personnel issues › Psychological › Attention/monitoring › Attention › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Aircraft › Aircraft structures › Windows › windshield system › (general) › Damaged/degraded
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 10,000 hours in all; 7,000 in this make and model; 50 in the last 90 days; 50 in the last 30 days
- Last flight review: April 1, 2008
- Medical certificate: Class 2
- Injury: no injuries
The aircraft
- Airframe total time: 11,607 hours
- Last inspection: annual inspection, February 1, 2008
- Maximum gross weight: 6,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE- 331-6 (piston); 0 hours total
- Operator: Aufderheide Flying Services, Inc
The flight
- Departed from: 5M1 De Witt AR
- Flight plan: not recorded
- Runway 18, 3,204 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 15 statute miles
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
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.
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.