Grumman G-164 accident near Stotesbury, Missouri, July 3, 2008
On July 3, 2008 at about 6:00 pm local time, a Grumman G-164, registered N520Y, was destroyed in an accident during enroute near Stotesbury, Missouri. 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
Fracture of the engine's number eight cylinder barrel resulting in a loss of engine power. Contributing to the accident was the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 2008 · about 6:00 pm local time
- Place
- Stotesbury, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-164 · all G-164s on the register
- Registration
- N520Y · no longer on the register · serial 157
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
About one hour after takeoff the agricultural airplane's engine lost partial power. Unable to maintain level flight, the pilot elected to land in a corn field. During landing the main landing gear collapsed. The airplane came to rest in an upright position and the pilot was able to exit the airplane unassisted. Moments later the airplane was engulfed in a postcrash fire. An examination of the engine revealed that the partial loss of engine power was due to a fracture in the number eight cylinder barrel, below the spark plug holes.
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 (partial) during enroute defining event
- Off-field or emergency landing during emergency descent
- Landing gear collapse during landing (landing roll)
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- factor Environmental issues › Physical environment › Terrain › Rough terrain › Ability to respond/compensate
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 11,732 hours in all; 400 in this make and model; 30 in the last 90 days; 15 in the last 30 days; 11,630 as pilot in command
- Last flight review: July 1, 2007
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 5,600 hours
- Last inspection: 100-hour inspection, April 5, 2008
- Maximum gross weight: 2,700 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R-985 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: NVD Nevada MO at 5:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.
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.