Grumman G-164B and Grumman G-164B accident near Pioneer, Louisiana, August 12, 1993
On August 12, 1993 at about 5:45 pm local time, 2 aircraft, Grumman G-164B (N8227K) and Grumman G-164B (N8255K), were involved in the same accident near Pioneer, Louisiana (Monticello Flying Service airport). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE BY BOTH PILOTS TO MAINTAIN VISUAL LOOKOUT. FACTORS WERE THE INADEQUATE RADIO COMMUNICATIONS BY BOTH PILOTS, AND THE DEPARTING PILOT'S FAILURE TO FOLLOW PROCEDURES AND DIRECTIVES.
THE FAILURE BY BOTH PILOTS TO MAINTAIN VISUAL LOOKOUT. FACTORS WERE THE INADEQUATE RADIO COMMUNICATIONS BY BOTH PILOTS, AND THE DEPARTING PILOT'S FAILURE TO FOLLOW PROCEDURES AND DIRECTIVES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 1993 · about 5:45 pm local time
- Place
- Pioneer, Louisiana · Monticello Flying Service · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Grumman G-164B · all G-164Bs on the register
- Registration
- N8227K · no longer on the register · serial 622B
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
- Aircraft 2
- Grumman G-164B · all G-164Bs on the register
- Registration
- N8255K · no longer on the register · serial 637B
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative for the Grumman G-164B final · quoted from the NTSB record
N8227K WAS FACING SOUTH ON THE LOADING RAMP AT THE END OF AN AIRSTRIP, WHILE GROUND PERSONNEL RELOADED THE AIRPLANE. THE PILOT STATED THAT ONCE THE LOADING WAS COMPLETED, HE LOOKED AHEAD, DID NOT SEE ANY TRAFFIC, AND PROCEEDED TO TAKEOFF FROM HIS POSITION. THE PILOT OF ANOTHER SIMILAR AIRPLANE, N8255K, OBSERVED THE AIRPLANE BEING RELOADED AS HE ENTERED THE TRAFFIC PATTERN ON A RIGHT DOWNWIND AND PROCEEDED TO LAND TO THE NORTH. THE LEFT WINGS OF BOTH AIRPLANES COLLIDED WHILE BOTH AIRPLANES HAD THEIR TAILWHEEL ON THE GROUND. BOTH AIRPLANES WERE EQUIPPED WITH TWO-WAY RADIOS, AND WERE TUNED TO A COMMON UNICOM FREQUENCY. THE PILOT N8227K STATED THAT HE WAS UNABLE TO ANNOUNCE HIS INTENTIONS DUE TO THE CONGESTION OF THE FREQUENCY BEING MONITORED. NEITHER PILOT MADE ANY RADIO TRANSMISSIONS.
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 NTSB's narrative for the Grumman G-164B final · quoted from the NTSB record
N8227K WAS FACING SOUTH ON THE LOADING RAMP AT THE END OF AN AIRSTRIP, WHILE GROUND PERSONNEL RELOADED THE AIRPLANE. THE PILOT STATED THAT AFTER THE LOADING WAS COMPLETED, HE LOOKED AHEAD, DID NOT SEE ANY TRAFFIC, AND PROCEEDED TO TAKEOFF FROM HIS POSITION. THE PILOT OF ANOTHER SIMILAR AIRPLANE, N8255K, OBSERVED THE AIRPLANE BEING RELOADED AS HE ENTERED THE TRAFFIC PATTERN ON A RIGHT DOWNWIND, AND PROCEEDED TO LAND TO THE NORTH. THE LEFT WING OF BOTH AIRPLANES COLLIDED WHILE BOTH AIRPLANES HAD THEIR TAILWHEEL ON THE GROUND. BOTH AIRLANES WERE EQUIPPED WITH TWO WAY RADIOS, AND WERE TUNED TO A COMMON UNICOM FREQUENCY. THE PILOT OF N8227K STATED THAT HE WAS UNABLE TO ANNOUNCE HIS INTENTIONS DUE TO THE CONGESTION OF THE FREQUENCY BEING MONITORED. NEITHER PILOT MADE ANY RADIO TRANSMISSIONS.
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 for the Grumman G-164B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea
- Flight time: 2,806 hours in all; 900 in this make and model; 250 in the last 90 days; 100 in the last 30 days; 2,751 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 2,772 hours
- Last inspection: annual inspection, March 20, 1993; 239 hours since
- Maximum gross weight: 6,582 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340-AN1 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 18, 2,640 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 35 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Grumman G-164B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 8,003 hours in all; 5,000 in this make and model; 480 in the last 90 days; 250 in the last 30 days; 7,948 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 5,749 hours
- Last inspection: annual inspection, December 20, 1992; 251 hours since
- Maximum gross weight: 6,582 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340-AN1 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 18, 2,640 ft by 100 ft
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.
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.