Grumman G-164A accident near Atlantic, Iowa, September 6, 2013
On September 6, 2013 at about 8:30 pm local time, a 1971 Grumman G-164A, registered N7843, was destroyed in an accident during maneuvering (low-alt flying) near Atlantic, Iowa. 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 pilot’s delay in releasing product to reduce the airplane’s weight and improve its climb performance, which was reduced because of the high density altitude.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 2013 · about 8:30 pm local time · cases in 2013
- Place
- Atlantic, Iowa · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-164A, built 1971 · all G-164As on the register
- Registration
- N7843 · registry record · serial 790
- Damage
- Destroyed
- 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 the airplane was fueled to capacity (400 gallons) and that the hopper contained 1,200 pounds of seed. The airplane weighed 5,134 pounds at takeoff, or 866 pounds below maximum gross takeoff weight. The pilot said that he had no difficulty taking off, but after reaching 500 feet and turning north toward the field to be sprayed, the airplane began to slowly lose altitude. Believing he would be unable to clear an approaching tree line, he opened the leveler and the seed slowly began to dump. As he pulled up to avoid the trees, the airplane stalled, hit the trees, and impacted a bean field. As the ambient air temperature was in excess of 90 degrees F, the airplane's performance would have been reduced by the high density altitude.
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
- Low altitude operation/event during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Delayed action › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Climb rate › Capability exceeded
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 721 hours in all; 500 in this make and model
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 3,995 hours
- Last inspection: annual inspection, July 9, 2013
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R1340 SERIES (piston); 0 hours total
- Fire on the ground
- Operator: Shenandoah Flight Service INC
The flight
- Departed from: KAIO Atlantic IA at 8:10 pm
- Destination: KAIO Atlantic IA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 66°F (19°C)
- Altimeter: 30.01 inHg
- Observation at 8:35 pm from KSDA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on December 20, 2013. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot's Statement to FAA | PDF, 1 page | View Download |
| 2 | FAA Inspector's Statement and Crash Site Diagram | PDF, 2 pages | View Download |
| 3 | Record of Conversation | PDF, 1 page | View Download |
| 4 | Map of Accident Area | PDF, 1 page | View Download |
| 5 | Weather Reports and Records | PDF, 1 page | View Download |
| 6 | Photo 1 - Line of Trees Struck by N7843. | PDF, 1 page | View Download |
| 7 | Photo 2 - Grove of Trees and Airplane Afire in Background. | PDF, 1 page | View Download |
| 8 | Photo 3 - First Responders Extinguishing Fire. | PDF, 1 page | View Download |
| 9 | Photo 4 - the Airplane Wreckage, Still Afire. | PDF, 1 page | View Download |
| 10 | Photo 5 - Wreckage of N7843 After Fire Was Extinguished. | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N7843 the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N7843 on the register today · the tail number may have moved to another aircraft since
- Grumman G-164 119 registered today · the model family and its accident history
- Grumman 443 aircraft on the register
- Engine: P&W R1340 SERIES 1,229 aircraft carry this series today · as the NTSB recorded it
- Atlantic Municipal · departed from
- Accidents and incidents in Iowa 871 since 1982 · 131 in the last ten years
- Iowa 4,514 aircraft registered
- Other NTSB records under N7843 2 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/CEN13LA533.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.