Gulfstream-Schweizer G-164D accident near Welsh, Louisiana, June 6, 2000
On June 6, 2000 at about 7:40 pm local time, a Gulfstream-Schweizer G-164D, registered N8337K, was substantially damaged in an accident near Welsh, Louisiana. 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 excessive wear of the reduction gearbox's 1st stage sungear, which resulted in its subsequent fatigue fracture and failure. Factors were the operator not performing the recommended overhaul of the engine, and a lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 2000 · about 7:40 pm local time
- Place
- Welsh, Louisiana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Gulfstream-Schweizer G-164D
- Registration
- N8337K · no longer on the register · serial 17D
- 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 pilot was returning the agricultural airplane to the airport to pick up a second spray load when he heard a 'deep humming sound coming from the engine.' The pilot added that white smoke was emanating from the engine's exhaust, and that the propeller feathered and came to a stop. The pilot landed the airplane in a flooded rice field. The main landing gear dug into the mud resulting in the airplane nosing over. Post-accident examination of the Pratt & Whitney PT6A-15AG engine revealed that one of the teeth on the reduction gearbox's 1st stage sungear failed as a result of fatigue. The fatigue fracture originated from an area of pronounced wear. Numerous gear teeth displayed wear and spalling damage. The gear was found to be within the manufacturer's hardness and dimensional limits. The engine had exceeded the manufacturer's recommended 3,500-hour overhaul period by 4,153 hours.
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: 3,456 hours in all; 300 in this make and model; 275 in the last 90 days; 120 in the last 30 days; 3,366 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 7,653 hours
- Last inspection: annual inspection, January 28, 2000; 216 hours since
- Maximum gross weight: 8,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-15AG (turboprop); 0 hours total
The flight
- Departed from: 6R1 at 7:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 045° at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°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 N8337K 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.