Grumman G 164A accident near Maysville, Oklahoma, April 15, 2015
On April 15, 2015 at about 4:35 pm local time, a 1971 Grumman G 164A, registered N7951, was substantially damaged in an accident during enroute near Maysville, Oklahoma. 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 reasons that could not be determined because a postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 15, 2015 · about 4:35 pm local time
- Place
- Maysville, Oklahoma · 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
- N7951 · no longer on the register · serial 829
- 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 commercial pilot had completed his second agricultural application flight of the day in the airplane. As he was returning to the departure airport, the engine experienced a loss of power. The pilot conducted a forced landing to a field, and the airplane subsequently nosed over and came to rest inverted. An examination of the airframe and engine did not reveal any preimpact anomalies that would have precluded normal operation. The weather conditions at the time of the accident were conducive to serious icing only at glide power; the engine was likely operating at cruise power at the time of the power loss. The reason for the loss of engine power 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
- Unknown or undetermined during enroute defining event
- Loss of engine power (total) during enroute
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 9,300 hours in all; 700 in this make and model; 18 in the last 90 days
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Landing gear: fixed
- Engine: P&W R-985 SERIES (piston); 0 hours total
- Operator: Pro-Ag Service INC
The flight
- Departed from: PVJ Pauls Valley OK at 3:30 pm
- Destination: PVJ Pauls Valley OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 090° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft; scat at 2,500 ft
- Temperature: 70°F (21°C), dew point 59°F (15°C)
- Altimeter: 29.93 inHg
- Observation at 4:35 pm from KPVJ, 14 miles away
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 N7951 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.