Grumman-Schweizer G-164B accident near De Witt, Arkansas, April 28, 2006
On April 28, 2006 at about 6:00 pm local time, a Grumman-Schweizer G-164B, registered N48717, was destroyed in an accident near De Witt, Arkansas. 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 failure to maintain control of the airplane during takeoff. A contributing factor was the gusty winds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 28, 2006 · about 6:00 pm local time
- Place
- De Witt, Arkansas
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman-Schweizer G-164B
- Registration
- N48717 · no longer on the register · serial 120B
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The 5,700-hour commercial pilot was departing on runway 18 (a 3,200-foot long by 60-foot wide asphalt runway) in a tailwheel-equipped agricultural airplane in order to fertilize a rice field approximately three miles to the south of the airport. Prior to his departure from runway 18, the pilot reported that the winds were from the east-southeast at 10 to 20 knots. During the takeoff roll, as the pilot raised the tail of the airplane gust of wind blew the airplane to the right of the runway centerline. The pilot was able to regain directional control and elected to proceed with the takeoff, when another gust "pulled" the aircraft off the ground prematurely. The pilot stated that the airplane "came off of the ground normal but a little higher than he wanted." The pilot added that as he tried to maintain runway heading alignment, the aircraft wanted to "settle," and the aileron control became "real light." The pilot then pointed the airplane into the wind, hoping for a "gust of help" in trying to climb and avoid an impact with trees. The airplane subsequently impacted trees and came to rest in an upright position where a post impact fire ensued. The pilot reported having accumulated a total of 1,200 hours in the same make and model, with about 75 hours in the preceding 90 days.
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: 5,700 hours in all; 1,200 in this make and model; 75 in the last 90 days; 40 in the last 30 days; 5,300 as pilot in command
- Last flight review: March 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 9,293 hours
- Last inspection: annual inspection, December 1, 2005
- Maximum gross weight: 5,050 lb
- Seats: 1
- Landing gear: fixed
- Engine: Allied Signal 331-1-151A (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: 5M1 De Witt AR at 6:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 125° at 10 knots, gusting 20
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 48°F (9°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 N48717 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.