Wsk Pzl Mielec M-18A accident near Hughes, Louisiana, April 3, 1996
On April 3, 1996 at about 6:40 pm local time, a Wsk Pzl Mielec M-18A, registered N2159K, was destroyed in an accident near Hughes, Louisiana (Worley'S Airstrip airport). 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 exceeding the maximum authorized crosswind component of the airplane. Factors were the crosswind and the side sloping runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 1996 · about 6:40 pm local time
- Place
- Hughes, Louisiana · Worley'S Airstrip · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Wsk Pzl Mielec M-18A
- Registration
- N2159K · no longer on the register · serial 1Z024-23
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot's groundcrew, he had flown 5 application flights that morning. He then changed loading operations to another grass airstrip, one that he had never landed on before. One of the groundcrew reported that the airstrip appeared 'very short,' and he suggested to the pilot that he make his 'first ever' takeoff from the field with a partial load. The pilot agreed. A witness who was flying a few miles north of the accident site reported winds from the south at 35-40 mph, with higher gusts. The manufacture's published maximum crosswind velocity for the airplane is 13 knots. The takeoff roll appeared normal until a witness observed the left wing to 'rise up and then come down almost to the ground.' The aircraft veered right, exiting the north sloping airstrip. The aircraft came to rest in the inverted position. After the accident, one witness looked at the ground scars and reported that 'the brakes were applied alternately (right, left, right, left, right, left) then they were both locked-up.' The pilot had purchased this aircraft on 12/29/95, and had approximately 100 hours in make and model.
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: 5,000 hours in all; 100 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 1,500 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 9,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pzl-Kalisz PZL ASZ-62IR (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: NONE at 6:40 pm
- Flight plan: none
- Runway 27, 1,500 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 14 knots, gusting 25
- Visibility: 20 statute miles
- Sky: broken clouds at 25,000 ft; scat at 13,000 ft
- Temperature: 72°F (22°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from MEM, 30 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.
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.