Grumman G-164B accident near Iowa, Louisiana, May 10, 1996
On May 10, 1996 at about 1:00 pm local time, a Grumman G-164B, registered N6832K, was substantially damaged in an accident near Iowa, Louisiana (Private Air Strip airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's selection of an unsuitable area for takeoff. The high vegetation (tall grass) was a related factor.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 10, 1996 · about 1:00 pm local time · cases in 1996
- Place
- Iowa, Louisiana · Private Air Strip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-164B · all G-164Bs on the register
- Registration
- N6832K · registry record · serial 502B
- 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 on an aerial application flight and operating from a grass strip. He reported that during the takeoff roll, tall grass along the left edge of the airstrip, affected acceleration. When the airplane reached the departure end of the runway, the lower wing came in contact with a fence post and separated.
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; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,500 hours in all; 600 in this make and model; 3,500 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 625 hours
- Last inspection: 100-hour inspection; 28 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340-AN-1 (piston); 0 hours total
The flight
- Departed from: NONE at 1:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,000 ft; scat at 1,400 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 1:56 pm from LCH, 13 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 N6832K the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N6832K on the register today · the tail number may have moved to another aircraft since
- Grumman G-164 119 registered today · the model family and its accident history
- Grumman 443 aircraft on the register
- Engine: P&W R-1340-AN-1 64 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Louisiana 1,274 since 1982 · 189 in the last ten years
- Louisiana 3,729 aircraft registered
- Other NTSB records under N6832K 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/FTW96LA205.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.