Wsk Pzl Mielec M-18 accident near Swifton, Arkansas, June 12, 1997
On June 12, 1997 at about 3:00 pm local time, a Wsk Pzl Mielec M-18, registered N6220C, was destroyed in an accident near Swifton, Arkansas (Private Airstrip airport). 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
Main landing gear collapse resulting from a failure of the torque link assembly attaching bolt. A factor was the lack of required maintenance (lubrication of the bolt) which resulted in the bolt becoming dry and corroded.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 12, 1997 · about 3:00 pm local time
- Place
- Swifton, Arkansas · Private Airstrip · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Wsk Pzl Mielec M-18
- Registration
- N6220C · no longer on the register · serial 1Z023-01
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, after the tail wheel came up and before attaining flying speed, the right main landing gear collapsed. Subsequently, the right wheel assembly castored about 90 degrees, causing the aircraft to veer off the side of the runway, and travel about 100 yards through a plowed field. Just prior to coming to rest, the aircraft rolled inverted and a post impact fire consumed the engine compartment and hopper area. Examination of the right main landing gear assembly revealed that the right main landing gear torque link assembly attaching bolt failed. The external surface of the bolt was corroded, and the fracture surface showed evidence of overload failure. There was no evidence of lubrication residues on the bolt and adjacent torque link assembly. According to the aircraft's maintenance manual, the main landing gear torque link assembly attaching bolt should be lubricated every 50 hours. Examination of the maintenance records, did not show any entries made regarding the lubrication of the aforementioned items.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 12,100 hours in all; 35 in the last 90 days; 35 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 2,816 hours
- Last inspection: 100-hour inspection, May 18, 1997; 90 hours since
- Maximum gross weight: 9,260 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pzl-Kalisz ASZ-621RM18 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: NONE at 3:00 pm
- Flight plan: none
- Runway 36
Weather at the time
- Light: daylight
- Wind: from 250° at 9 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
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 N6220C 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.