Grumman G164A accident near Huger, South Carolina, April 19, 1984
On April 19, 1984 at about 5:00 pm local time, a Grumman G164A, registered N7856, was substantially damaged in an accident near Huger, South Carolina. 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
- April 19, 1984 · about 5:00 pm local time · cases in 1984
- Place
- Huger, South Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G164A · all G164As on the register
- Registration
- N7856 · registry record · serial 805
- 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 AERIAL APPLICATION ACFT WAS USING A GRAVEL SURFACED DIRT ROAD AS A TEMPORARY LANDING STRIP. DURING THE LANDING ROLL THE ACFT DRIFTED TO THE LEFT & HIT A SOFT SPOT, A TREE, & NOSED OVER IN A DITCH.
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: 1,450 hours in all; 120 in this make and model; 120 in the last 90 days; 1,150 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,100 hours
- Last inspection: 100-hour inspection; 80 hours since
- Maximum gross weight: 3,725 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-985 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 210° at 10 knots
- Visibility: 15 statute miles
- Sky: not recorded; scat at 12,000 ft
- Temperature: 75°F (24°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from CHS, 17 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.
Other NTSB records under N7856 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
- N7856 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 R-985 1,593 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in South Carolina 1,036 since 1982 · 173 in the last ten years
- South Carolina 3,115 aircraft registered
- Other NTSB records under N7856 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/ATL84LA145.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.