Pzl-Mielec M-18B accident near Altus, Oklahoma, May 25, 1999
On May 25, 1999 at about 10:20 pm local time, a Pzl-Mielec M-18B, registered N8199W, was substantially damaged in an accident near Altus, Oklahoma (Sheffield-Smith Airstrip). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's disregard of takeoff performance data and his failure to jettison the load. Contributing factors were high density altitude, exceeding the aircraft's maximum allowable gross weight, and the berm.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 25, 1999 · about 10:20 pm local time
- Place
- Altus, Oklahoma · Sheffield-Smith Airstrip · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Pzl-Mielec M-18B
- Registration
- N8199W · registry record · serial 1Z027-25
- 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 Dromader was departing from an 1,800 foot runway with a 250 foot overrun. The airplane was estimated to be 273 pounds overweight, and the density altitude was 3,244 feet. The pilot had set his flaps at 9 degrees, although other operators of the Dromader recommended 15 to 20 degrees of flaps for heavy gross weight takeoffs. The manufacturer's performance charts indicate that 1,800 feet is needed for a 10 degree flap takeoff under these conditions. A witness said that the airplane's engine was running smoothly, but the ground run appeared unusually long, and he saw it hit a small earthen berm at liftoff. He said the airplane popped up, then down, up again, and then nosed over onto its back. The airplane was found with its left main wheel separated, the crew compartment collapsed, the gate box (dump doors) closed, and approximately 510 gallons of applicant in the hopper. The engine was test run in its fuselage and operated normally with the exception of a 'popping' noise heard on its fourth run. Two exhaust valves were found heat blued, and one of the valves had a rub mark down its stem suggesting that it might have been stuck on some occasion.
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: 2,917 hours in all; 50 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 84 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 11,700 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pzl-Kalisz ASZ-62IR-M18 (piston); 0 hours total
The flight
- Departed from: OK83 at 10:20 pm
- Flight plan: none
- Runway 17, 1,800 ft by 25 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 11 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 30,000 ft; scat at 4,500 ft
- Temperature: 82°F (28°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 9:59 pm from LTS, 7 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.
Other NTSB records under N8199W 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.