Grumman-Schweizer G-164B accident near O'Kean, Arkansas, June 18, 2008
On June 18, 2008 at about 6:30 pm local time, a Grumman-Schweizer G-164B, registered N6601Q, was destroyed in an accident during maneuvering (low-alt flying) near O'Kean, Arkansas. 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
An inadvertent accelerated stall. Contributing factors in this accident were the low airspeed, steep angle of bank, and heavy weight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 2008 · about 6:30 pm local time
- Place
- O'Kean, Arkansas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman-Schweizer G-164B
- Registration
- N6601Q · no longer on the register · serial 128B
- 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 stated that the airplane was loaded with a full load of fertilizer and fuel. He started a turn after making his last aerial application pass. He stated that as he rolled out of the turn, "the [control] stick was pulled straight to the dash and [he] could not pull it back." The airplane "tipped" on its nose and "headed straight for the ground. Before [he] hit the ground, [the pilot] could not pull the [control] stick away from the dash." Witnesses said the airplane was in a steep right turn when it "nosed straight in."
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
- Aerodynamic stall/spin during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Capability exceeded
- factor Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Capability exceeded
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 694 hours in all; 206 in this make and model; 161 in the last 90 days; 68 in the last 30 days; 619 as pilot in command
- Last flight review: May 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 6,150 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE-331-1 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: NONE Beech Grove AR at 6:28 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 0°F (-18°C)
- Altimeter: 29.97 inHg
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.
Other NTSB records under N6601Q 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.