Grumman Acft Eng Cor-Schweizer G-164A accident near Bono, Arkansas, May 9, 2011
On May 9, 2011 at about 2:40 pm local time, a Grumman Acft Eng Cor-Schweizer G-164A, registered N8930H, was substantially damaged in an accident during takeoff near Bono, Arkansas (Private airport). It was a positioning flight under general aviation rules (Part 91). 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
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 2011 · about 2:40 pm local time
- Place
- Bono, Arkansas · 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-164A · all G-164As on the register
- Registration
- N8930H · no longer on the register · serial 1565
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot performed a preflight inspection of the airplane and sumped each fuel tank. Water was found in the tanks, and he sumped them until he no longer observed any water in the fuel. The pilot then started the airplane and conducted an engine check, which was normal. On takeoff, at an altitude of 60 to 100 feet, the engine began to sputter and he was unable to maintain altitude. The pilot landed in trees off the end of the runway and the airplane caught fire. Postaccident examination of the airplane revealed substantial damage to both wings and the post impact fire consumed the engine, cockpit, fuselage, empennage, left wing and the inboard section of the right wing. Due to the extensive fire damage, the source of the engine failure could not be determined.
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 (total) during takeoff defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Aircraft › Aircraft power plant › (general) › (general) › Failure
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 730 hours in all; 41 in this make and model; 193 in the last 90 days; 35 in the last 30 days; 705 as pilot in command
- Last flight review: January 29, 2011
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 10,135 hours
- Last inspection: annual inspection, April 2, 2011
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R1340 SERIES (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: Bono AR
- Destination: KUNO West Plains MO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 43°F (6°C)
- Altimeter: 29.97 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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 N8930H 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.