Schweizer G-164B accident near Bay Springs, Mississippi, March 19, 1999
On March 19, 1999 at about 8:50 pm local time, a Schweizer G-164B, registered N3629T, was substantially damaged in an accident near Bay Springs, Mississippi (Thigpen 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 FUEL CONTROL DRIVE BEARING FAILURE AT THE INTERMEDIATE GEAR RESULTED IN FUEL STARVATION AND THE SUBSEQUENT LOSS OF ENGINE POWER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 19, 1999 · about 8:50 pm local time
- Place
- Bay Springs, Mississippi · Thigpen Field · 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
- N3629T · no longer on the register · serial 751B
- 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 was maneuvering at a low altitude spraying chemicals on a stand of trees, when the engine lost power. He selected an area for an off-airport forced landing. During the forced landing, the airplane collided with trees. The engine examination revealed an internal gearbox failure, and metal debris was found in the output housing at the forward scavenge strainer. There was also bearing remains recovered from the gearbox assembly. Examination of the fuel control drive train revealed that the intermediate gear had uncoupled from the dual idler gear and there was a bearing failure at the intermediate gear. The oil filter and chip detector were removed and both were contaminated with metal particles.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,620 hours in all; 2,250 in this make and model; 390 in the last 90 days; 257 in the last 30 days; 5,472 as pilot in command; 400 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 9,196 hours
- Last inspection: 100-hour inspection, January 26, 1999; 75 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE331-6-252M (turboprop); 0 hours total
The flight
- Departed from: 00M MS at 8:50 pm
- Flight plan: none
- Runway 16, 3,000 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 8:55 pm from PIB, 20 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 N3629T 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.