Pzl-Mielec M-18A accident near Williams, California, April 21, 2000
On April 21, 2000 at about 6:00 pm local time, a Pzl-Mielec M-18A, registered N62587, was substantially damaged in an accident near Williams, California (Pvt AG Airstrip 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
A momentary interruption in engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 21, 2000 · about 6:00 pm local time
- Place
- Williams, California · Pvt AG Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Pzl-Mielec M-18A
- Registration
- N62587 · no longer on the register · serial IZ026-08
- 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 said he had been using a 2,300-foot-long gravel airstrip near fields to be sprayed as a staging area for the day's aerial application flights. He completed one application operation and landed to refuel and reload chemicals. The pilot said that the fueling and loading of the chemicals was accomplished with the engine running at idle power. Just after the wheels left the ground during the takeoff, the engine sputtered and momentarily lost power. As the airplane descended back to the runway, the engine power came back. According to the pilot, the airplane was then too fast to stop on the remaining runway and too low to miss a fence at the runway's end. The landing gear contacted the fence and the airplane cart wheeled into a field. An FAA inspector examined the airplane. The radial engine is of Polish manufacture and closely resembles a Pratt and Whitney R1860. The inspector noted that the engine and many of the accessories were impact damaged, and the engine could not be run. He reported that no obvious discrepancies were observed. In addition, he noted that the records indicated that the engine was near the TBO limit.
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: 15,000 hours in all; 20 in this make and model; 75 in the last 90 days; 30 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 9,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pezetel ASZ-621R-M18 (piston); 0 hours total
- Operator: Charter Aviation
The flight
- Flight plan: none
- Runway 36, 2,300 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 65 statute miles
- Sky: scat at 25,000 ft
- Temperature: 158°F (70°C), dew point 122°F (50°C)
- Altimeter: 29.00 inHg
- Observation at 6:50 pm from MYV, 95 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.