Schweizer G-164B accident near Visalia, California, July 30, 1992
On July 30, 1992 at about 7:30 pm local time, a Schweizer G-164B, registered N6892K, was substantially damaged in an accident near Visalia, California (Sequoia Field). 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 IMPROPER STOWAGE OF AN AEROSOL SPRAY CAN IN THE COCKPIT WHICH CAUSED AN ELECTRICAL SHORT AND AN ENSUING FIRE, AND HIS FAILURE TO MAINTAIN DIRECTIONAL CONTROL OF THE AIRCRAFT DURING THE SUBSEQUENT ABORTED TAKEOFF.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 1992 · about 7:30 pm local time · cases in 1992
- Place
- Visalia, California · Sequoia Field · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer G-164B
- Registration
- N6892K · registry record · serial 516B
- 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 WAS ON THE TAKEOFF GROUND ROLL WHEN AN AEROSOL SPRAY CAN, WHICH WAS SITTING ON THE REAR OF THE GLARE SHIELD, SHORTED ACROSS TWO ELECTRICAL TERMINALS. ELECTRICAL ARCING PUNCTURED THE SPRAY CAN AND THE CONTENTS BURST INTO FLAMES. THE PILOT ABORTED THE TAKEOFF AND THE AIRCRAFT GROUND LOOPED DURING THE PILOT'S ATTEMPT TO STOP THE AIRCRAFT PRIOR TO THE END OF THE RUNWAY.
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: 9,500 hours in all; 4,000 in this make and model; 300 in the last 90 days; 80 in the last 30 days; 9,400 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 6,870 hours
- Last inspection: 100-hour inspection, May 12, 1992; 83 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340-AN-1 (piston); 0 hours total
- Fire on the ground
- Operator: Gilbert Aviation Industries
The flight
- Flight plan: none
- Runway 31, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 5 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 97°F (36°C), dew point 0°F (-18°C)
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.
Connections how this case links to the rest of the register
- N6892K on the register today · the tail number may have moved to another aircraft since
- Schweizer 1,187 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 California 9,080 since 1982 · 1,096 in the last ten years
- California 28,134 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/LAX92LA325.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.