Grumman G164B accident near Sampson, Alabama, August 30, 1982
On August 30, 1982 at about 8:30 pm local time, a Grumman G164B, registered N6795Q, was destroyed in an accident near Sampson, Alabama. 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 30, 1982 · about 8:30 pm local time · cases in 1982
- Place
- Sampson, Alabama · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G164B · all G164Bs on the register
- Registration
- N6795Q · registry record · serial 306B
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT LOST POWER DURING A SWATH RUN, THE PILOT ATTEMPTED TO LIGHTEN THE LOAD BUT THE AIRCRAFT COLLIDED WITH A TREE. WHEN INTERVIEWED THE PILOT STATED THAT THE AIRCRAFT WAS SOLD FOR SALVAGE. NO EXAMINATION OF THE ENGINE WAS POSSIBLE BUT HE INDICATED THAT THE AIRCRAFT HAD A HISTORY OF SUPERCHARGER PROBLEMS.
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: 2,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P & W R985 (piston); 0 hours total
The flight
- Departed from: C Sampson AL at 3:25 pm
- Destination: C Sampson AL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: not recorded; not recorded
- Temperature: 0°F (-18°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.
Other NTSB records under N6795Q 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
- N6795Q 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 R985 1,593 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Alabama 1,211 since 1982 · 173 in the last ten years
- Alabama 4,353 aircraft registered
- Other NTSB records under N6795Q 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/ATL82DA254.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.