Piper PA-25-235 accident near Brandt, South Dakota, July 1, 1983
On July 1, 1983, a Piper PA-25-235, registered N7121Z, was substantially damaged in an accident near Brandt, South Dakota. 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 1, 1983
- Place
- Brandt, South Dakota · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N7121Z · registry record · serial 25-2920
- 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 ACFT WAS DAMAGED IN A FORCED LANDING AFTER ITS ENG LOST POWER DURING PULL-UP FROM THE LAST (CLEANUP) SWATH RUN. APRX25 MIN BEFORE THE ACDNT FLT, THE PLT LANDED TO RELOAD WITH CHEMICALS. THE OWNER STATED THAT WHEN THE PLT WAS ASKED IF HEWANTED FUEL, HE SAID 'NO' BECAUSE HE HAD 10 TO 12 GAL WHICH HE CONSIDERED TO BE ENOUGH TO FINISH THE SPRAYING OPERATION FOR THE DAY. THE PLT STATED THAT HE MADE SVRL LANDINGS DURING THE DAY TO REFILL THE HOPPER. THEN WHEN HE WOULD TAKEOFF, THE ENG PROVIDED FULL POWER (2775 RPM); HOWEVER AFTER MAKING SVRL SWATH RUNS, HE NOTED THAT THE ENG WOULD ONLY PROVIDE 2500 RPM DURING PULL-UPS. DURING PULL-UP ON THE LAST CLEANUP RUN, THE ENG DID NOT RESPOND WHEN FULL THROTTLE WAS APPLIED. POWER WAS NOT RESTORED & THE ACFT STALLED & FELL TO THE GROUND. APRX 31 MI NE AT WATERTOWN, SD, THE TEMP & DEW POINT AT 1951 CDT WERE 77 & 64 DEG, RESPECTIVELY. ACCORDING TO ICING PROBABILITY CHARTS, CONDITIONS WERE CONDUCIVE TO CARBURETOR ICING.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,014 hours in all; 237 in this make and model; 111 in the last 90 days; 237 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,043 hours
- Last inspection: annual inspection, April 15, 1983; 25 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-B235 (piston); 0 hours total
The flight
- Departed from: SD11 Clear Lake SD
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
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 N7121Z 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.