Gulfstream-Schweizer G-164B accident near Angleton, Texas, April 16, 2008
On April 16, 2008 at about 11:40 am local time, a Gulfstream-Schweizer G-164B, registered N8237K, was destroyed in an accident during maneuvering (low-alt flying) near Angleton, Texas. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate visual lookout and his failure to maintain clearance from the tranmission lines. A factor in this accident was the unmarked transmission wires.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 16, 2008 · about 11:40 am local time
- Place
- Angleton, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Gulfstream-Schweizer G-164B
- Registration
- N8237K · no longer on the register · serial 626B
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot was spraying a herbicide on a rice field. He pulled up to make a turn and reverse direction to making another pass when the airplane struck two wires at the top of unmarked transmission lines. The airplane crossed a highway and impacted into an adjacent field, destroying the airplane.
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
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Low altitude operation/event during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- factor Environmental issues › Physical environment › Object/animal/substance › Wire › Not specified
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 23,020 hours in all; 20,000 in this make and model; 22,800 as pilot in command
- Last flight review: October 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 7,030 hours
- Last inspection: annual inspection, February 1, 2008; 40 hours since
- Maximum gross weight: 5,576 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R1340-AN1 (piston); 0 hours total
The flight
- Departed from: 77XS Danbury TX at 11:35 am
- Destination: 77XS
Weather at the time
- Light: daylight
- Wind: from 120° at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 30.10 inHg
- Observation at 11:53 am from HOU, 47 miles away
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.