VILLE PLATTE, LA, USA
N428KG
Grumman-Schweizer G-164B
The airplane was fueled and departed for an aerial application flight. The airplane did not return to the airstrip, and subsequently, the wreckage was located in a dry rice field. There were no witnesses to the accident. The energy path from the initial component, which was the propeller, to the main wreckage measured 180 feet. The lower left wing separated from the airframe and was located along the energy path, between the propeller and the main wreckage. Flight control continuity was established from just behind the cockpit area to the elevator and rudder. Flight control continuity could not be established for the ailerons due to impact damage. Examination of the engine revealed evidence consistent with operation at the time of impact. An autopsy and toxicological tests were requested, but the NTSB did not receive the results.
On July 15, 2000, approximately 1000 central daylight time a Grumman-Schweizer G-164B, N428KG, was destroyed when it impacted the ground following a loss of control near Ville Platte, Louisiana. The airplane was registered to the commercial pilot, who sustained fatal injuries, and was operated by Young Flyers Inc., of Ville Platte, Louisiana. Visual meteorological conditions prevailed for the 14 Code of Federal Regulations (CFR) Part 137 aerial application flight, for which a flight plan was not filed. The local flight originated from the operator's private grass airstrip at 0930. According to personnel who worked for the operator, the airplane was fueled and then departed with 300 gallons of chemical on board to spray a field located approximately 5 miles from the airstrip. The airplane did not return to the airstrip. Approximately 1000, the airplane was located in a dry rice field. There were no witnesses to the accident. According to the FAA inspector, who examined the airplane at the accident site, the energy path leading to the main wreckage was 180 feet long. The propeller was the first airplane component located along the distribution path, and its blades exhibited "S" bending. The lower left wing was found separated from the airframe and located between the propeller and main wreckage. The main wreckage included the engine, cockpit, upper left wing, upper and lower right wings, empennage and the horizontal and vertical stabilizers. Flight control continuity was established from just behind the cockpit area to the elevator and rudder. Flight control continuity for the ailerons was precluded by impact damage, although, all control cable separations were consistent with overstress separations. The inspector reported that there was fuel at the accident site. The airframe underwent its most recent annual inspection on February 28, 2000, and had accumulated a total of 9,307.9 flight hours at the time of the accident. A representative from Pratt & Whitney examined the 700-horsepower PT6A-20 turboprop engine. The power turbine blades, within the power turbine section, were fragmented and bent. The power turbine vane ring was intact, however it was bent at a 45 degree angle. According to the representative, the damage to the engine was "consistent with the development of power at impact." The engine had accumulated 1,453 flight hours since its most recent overhaul and had accumulated a total of 18,905.4 flight hours at the time of the accident. An autopsy was performed by the Lafayette Parish Coroner's Office, Lafayette, Louisiana, however the NTSB did not receive a copy of the autopsy report. Furthermore, an FAA Toxicological Kit was delivered to the coroner's office, however, specimens were never received by the FAA Civil Aeromedical Institute, Oklahoma City, Oklahoma, per instructions within the toxicological kit.
The loss of control for an undetermined reason.
Source: NTSB Aviation Accident Database
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