Schweizer G164B accident near Newton, Mississippi, August 16, 1998
On August 16, 1998 at about 9:15 pm local time, a Schweizer G164B, registered N7502A, was substantially damaged in an accident near Newton, Mississippi. 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 erosion of the compressor impeller and the unsecured fuel control unit resulted in the loss of engine power during the initial climb.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 16, 1998 · about 9:15 pm local time
- Place
- Newton, Mississippi · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer G164B
- Registration
- N7502A · registry record · serial 797B
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he was conducting agricultural operations and had dispensed approximately 13 loads of agricultural products. While preparing for another takeoff, the pilot noticed that the engine was slow to spool up to 100%. During climb-out the pilot noticed that he did not have enough power to maintain the climb. The pilot pushed the throttle full forward, dumped his load, and he could not arrest his descent. The airplane collided with trees as the pilot executed a forced landing. Examination of the engine assembly disclosed that the first stage compressor wheel displayed evidence of erosion. There was fresh dirt and debris in the first stage compressor assembly. Several stator vanes exhibited pre-impact bending associated with erosion. Further examination of the engine assembly disclosed that the fuel control unit rear support bracket bolt was not installed on the fuel control unit. The engine post-accident examination disclosed that the fuel control unit was displaced approximately 1/4 inch from the normally installed position. Examination of the fuel control unit showed chaffing on the pump flange.
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: 5,485 hours in all; 2,000 in this make and model; 68 in the last 90 days; 68 in the last 30 days; 5,400 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 6,552 hours
- Last inspection: 100-hour inspection, July 15, 1998; 144 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Bristol TPE-331-6-252 (turboprop); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 8:53 pm from MEI, 30 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 N7502A the same tail number, which may have belonged to a different aircraft at the time
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.