Grumman Acft Eng Cor-Schweizer G-164B accident near Beaman, Iowa, July 10, 2009
On July 10, 2009 at about 10:00 pm local time, a Grumman Acft Eng Cor-Schweizer G-164B, registered N6683K, was substantially damaged in an accident during initial climb near Beaman, Iowa (Private airport). 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).
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The NTSB's probable cause their words, unchanged
The loss of engine power during initial climb for undetermined reasons.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 2009 · about 10:00 pm local time
- Place
- Beaman, Iowa · Private · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman Acft Eng Cor-Schweizer G-164B · all G-164Bs on the register
- Registration
- N6683K · registry record · serial 417 B
- 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 reported that he performed a preflight examination and pretakeoff engine run-up of the airplane and no anomalies were detected. He reported that the takeoff was normal until just after liftoff when the airplane's engine lost power but did not quit completely. The pilot advanced the throttle, but the engine did not respond. The airplane struck a fence at the end of the grass runway, settled into the adjacent agricultural field, and nosed over. Examination of the airplane subsequent to the accident failed to reveal a reason for the partial loss of engine power.
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
What happened, in order
- Loss of engine power (partial) during initial climb defining event
- Nose over/nose down during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › (general) › (general) › Failure
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,600 hours in all; 10 in this make and model; 200 in the last 90 days; 75 in the last 30 days; 8,400 as pilot in command; 1,000 on instruments
- Last flight review: June 22, 2009
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Last inspection: annual inspection; 30 hours since
- Seats: 1
- Landing gear: fixed
- Engine: P&W R1340 SERIES (piston); 0 hours total
The flight
- Departed from: Beaman IA at 10:00 pm
- Destination: Beaman IA
- Flight plan: not recorded
- Runway 36, 2,600 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 9:53 pm from MIW, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
Other NTSB records under N6683K the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN09LA451.