Grumman Acft Eng Cor-Schweizer G-164B accident near Big Springs, Nebraska, July 30, 2012
On July 30, 2012 at about 9:00 pm local time, a Grumman Acft Eng Cor-Schweizer G-164B, registered N6676Q, was substantially damaged in an accident during enroute (cruise) near Big Springs, Nebraska. 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 total loss of engine power as a result of the pilot inadvertently shutting the engine off. Contributing to the accident was the modification to the engine control layout.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 2012 · about 9:00 pm local time
- Place
- Big Springs, Nebraska · 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
- N6676Q · registry record · serial 197B
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, the pilot adjusted the engine controls of the agricultural airplane for cruise flight. The airplane’s engine then lost power, and the pilot conducted a forced landing in a corn field. The airplane’s engine had previously been converted to another version of the engine. As a result of the conversion, the airplane had a different throttle quadrant; the engine controls were reversed from the previous propeller and mixture layout. The pilot reported that he inadvertently shut the engine off while adjusting the engine for cruise flight.
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 enroute (cruise) defining event
- Loss of engine power (total) during emergency descent
- Off-field or emergency landing during landing
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- factor Aircraft › Aircraft power plant › Engine controls › (general) › Design
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 522 hours in all; 245 in this make and model; 282 in the last 90 days; 200 in the last 30 days; 332 as pilot in command
- Last flight review: June 20, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 8,818 hours
- Last inspection: annual inspection, July 28, 2012
- Seats: 1
- Landing gear: fixed
- Engine: Pratt&Whitney R-1340 (piston); 0 hours total
The flight
- Departed from: Big Springs NE
- Destination: Big Springs NE
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 100°F (38°C), dew point 0°F (-18°C)
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 N6676Q 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.