Grumman G164 accident near Dyess, Arkansas, August 9, 2024
On August 9, 2024 at about 9:00 pm local time, a 1970 Grumman G164, registered N6569, was substantially damaged in an accident during maneuvering (low-alt flying) near Dyess, Arkansas. 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 improper overhaul of the carburetor and the malfunction of left magneto which resulted in a partial loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 2024 · about 9:00 pm local time
- Place
- Dyess, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G164 A, built 1970 · all G164s on the register
- Registration
- N6569 · registry record · serial 709
- 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 departure for the aerial application flight, the engine was operating but was not producing adequate horsepower, and the airplane was unable to maintain altitude. The pilot then maneuvered under power lines and executed a forced landing to a rice field. The airplane nosed over in the rice crop and sustained substantial damage to the wings and fuselage. According to the pilot’s weight and balance calculation, at the time of the accident, the airplane was about 350 pounds under the maximum gross weight. The pilot reported that he experienced a similar partial loss of engine power about a week before, but he was able to continue flight by jettisoning the load. No maintenance was performed following that flight. Postaccident examination of the engine found that left magneto would not produce spark, and the carburetor throttle shaft was seized due to foreign material inside a bushing. The reason for the left magneto not able to produce spark was not determined. Disassembly of the carburetor found that the economizer needle was incorrect part. In addition, the graphite packing on the economizer needle was excessively tight, which affected the needle spring’s ability to properly seat the needle in a downward position. It was likely that the economizer needle being allowed to remain in an upward position would result in overly rich fuel mixture. The carburetor was overhauled about 23 hours prior to the accident. The combination of an overly rich fuel mixture and a problem with the ignition system could then result in a 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
- Collision with terrain or object (not controlled flight into terrain) during maneuvering (low-alt flying)
- Loss of engine power (partial) during maneuvering (low-alt flying) defining event
The NTSB's findings
- Environmental issues › Physical environment › Terrain › Wet/muddy terrain › Contributed to outcome
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Incorrect service/maintenance
- Aircraft › Aircraft power plant › Ignition system › Magneto/distributor › Malfunction
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,065 hours in all; 380 in this make and model; 60 in the last 90 days; 25 in the last 30 days; 1,997 as pilot in command
- Last flight review: October 20, 2022
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 6,694.4 hours
- Last inspection: annual inspection, December 10, 2023; 38 hours since
- Maximum gross weight: 6,075 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R-985-AN-14B (piston); 9,652 hours total
- Operator: Bennett Farms & Flying Service
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 010° at 9 knots, gusting 14
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft; a few clouds at 3,500 ft
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 30.03 inHg
- Observation at 3:50 pm from KNQA, 21 miles away
Weather report (METAR): KNQA 092050Z 01009G14KT 10SM FEW035 SCT040 BKN055 29/21 A3003
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 1 picture from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on March 11, 2026. 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/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Record of Conversation - Pilot | PDF, 1 page | View Download |
| 3 | Photo | PDF, 2 pages · our copy | View Download |
| 4 | Engine Exam Notes | PDF, 1 page | View Download |
| 5 | Carburetor Examination | PDF, 8 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.