Grumman G164B accident near Bloomington, Nebraska, August 10, 1995
On August 10, 1995 at about 8:30 pm local time, a Grumman G164B, registered N6771Q, was substantially damaged in an accident near Bloomington, Nebraska. It was a ferry 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
the disintegration of the engine's super charger bearings. Factors associated with the accident were the total failure of the engine's super charger and the unsuitable terrain surrounding the airplane's departure path encountered by the pilot.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 1995 · about 8:30 pm local time · cases in 1995
- Place
- Bloomington, Nebraska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G164B · all G164Bs on the register
- Registration
- N6771Q · registry record · serial 280B
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED HIS ENGINE POPPED TWO TIMES AFTER TAKEOFF. BETWEEN THE FIRST AND SECOND POPPING SOUND THE ENGINE LOST POWER, REGAINED POWER AND THEN QUIT AFTER THE SECOND POPPING SOUND. THE AIRPLANE LANDED IN MATURE CORN, INVERTING BEFORE COMING TO A STOP ON THE GROUND. THE ON-SCENE INVESTIGATION REVEALED THE AIRPLANE'S ENGINE EXPERIENCED A TOTAL FAILURE OF THE SUPER CHARGER'S BEARING SYSTEM.
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
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 4,500 hours in all; 4,250 in this make and model; 50 in the last 90 days; 20 in the last 30 days; 4,500 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 3,860 hours
- Last inspection: annual inspection, September 27, 1994; 222 hours since
- Maximum gross weight: 5,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R985-14B (piston); 0 hours total
The flight
- Destination: CNK Concordia KS
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 8:53 pm from HSI, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
Connections how this case links to the rest of the register
- N6771Q 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 R985-14B 9 aircraft carry this series today · as the NTSB recorded it
- Blosser Municipal · bound for
- Accidents and incidents in Nebraska 763 since 1982 · 108 in the last ten years
- Nebraska 2,950 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CHI95LA266.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.