Grumman-Schweizer G-164B accident near Enterprise, Alabama, September 19, 1999
On September 19, 1999 at about 2:20 pm local time, a Grumman-Schweizer G-164B, registered N6736Q, was destroyed in an accident near Enterprise, Alabama. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons. Contributing to the severity of the accident was the in-flight collision with a tree during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 19, 1999 · about 2:20 pm local time
- Place
- Enterprise, Alabama · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman-Schweizer G-164B
- Registration
- N6736Q · no longer on the register · serial 250B
- Damage
- Destroyed
- 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 departed Enterprise Airport with a full load of chemicals for aerial application to a nearby cotton field. Shortly after takeoff, the engine began to surge. He adjusted the propeller lever control to the 'high' position and turned the fuel boost pump 'on.' He elected to return to the airport and while on short final he observed another airplane pass beneath him. His airplane, although surging, had been producing sufficient power therefore, he executed a left 360 degree turn for spacing. When the turn was nearly complete, the engine lost all power and he maneuvered for an open field. The airplane collided with a tree and then the ground. Examination of the wreckage revealed that the wings, empennage, and fuselage were destroyed almost beyond recognition. The only recognizable portion of the engine was the power section and the entire turbine section was destroyed. A fuel sample of the Jet-A fuel used in the airplane showed no visible evidence of contamination. The airplane and engine were consumed by fire.
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: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,860 hours in all; 2,340 in this make and model; 10,755 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,910 hours
- Last inspection: annual inspection, January 12, 1999; 193 hours since
- Maximum gross weight: 6,075 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE331-43A (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: EDN at 2:10 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 7 knots
- Visibility: 5 statute miles
- Sky: overcast at 1,500 ft
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 1:55 pm from OZR, 9 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 N6736Q 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.