Grumman Acft Eng Cor-Schweizer G 164B accident near Farmington, Delaware, June 18, 2014
On June 18, 2014 at about 11:30 pm local time, a 1977 Grumman Acft Eng Cor-Schweizer G 164B, registered N891JC, was substantially damaged in an accident during initial climb near Farmington, Delaware (Chorman airport). 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).
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The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning for a takeoff in high-density altitude conditions and his decision to reduce power during the initial climb, which led to the airplane exceeding its critical angle-of-attack and experiencing an aerodynamic stall.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 2014 · about 11:30 pm local time
- Place
- Farmington, Delaware · Chorman · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman Acft Eng Cor-Schweizer G 164B, built 1977 · all G 164Bs on the register
- Registration
- N891JC · registry record · serial 193B
- 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 pilot reported that the takeoff was normal for the agricultural flight and that he subsequently reduced the manifold pressure to 32 inches and the propeller speed to about 2,000 rpm. After the airplane reached about 150 ft above ground level during the climbout, he commanded a left bank, and the airplane immediately began to "settle." He rolled the airplane to a wings-level attitude; however, the airplane subsequently made an uncommanded right roll, which he described as "similar to entering a stall." He attempted to activate the product "dump" handle; however, he inadvertently activated the "spray" handle. He again attempted to activate the "dump" handle; however, due to the airplane's low altitude, he did not have time to do so, and the airplane then impacted terrain. Examination of the engine revealed that the intermediate gear had three teeth sheared off; however, this likely occurred during the accident sequence and did not contribute to the accident. No other preimpact abnormalities that would have precluded normal operation were noted. Although the airplane was below its maximum takeoff weight, the density altitude around the time of the accident was calculated to be about 2,100 ft, which would have decreased the airplane's climb rate by about 20 percent. Therefore, it is likely that the decreased climb rate, the pilot-commanded reduction in engine power, and the loss of lift developed during the left bank led to the airplane exceeding its critical angle-of-attack and then experiencing an aerodynamic stall at too low an altitude for the pilot to affect a recovery before the airplane impacted the ground. Although it is possible that the pilot reapplied full power following the first indication of a stall, he was likely more focused on unloading the product to reduce the total weight of the airplane than on recovering from the stall.
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
- Aerodynamic stall/spin during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on equipment
- cause Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,306 hours in all; 573 in this make and model; 76 in the last 90 days; 76 in the last 30 days; 2,197 as pilot in command; 1,056 on instruments
- Last flight review: February 22, 2013
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: minor injuries
The aircraft
- Airframe total time: 12,108 hours
- Last inspection: annual inspection, May 8, 2014; 146 hours since
- Maximum gross weight: 7,564 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt And Whitney R-1340-AN1 (piston); 10,125 hours total
- Operator: Chorman Spraying LLC
The flight
- Departed from: D74 Farmington DE at 10:30 pm
- Destination: D74 Farmington DE
- Flight plan: none
- Runway 34, 3,588 ft by 37 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 68°F (20°C)
- Altimeter: 29.95 inHg
- Observation at 10:54 pm from KGED, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA14LA321.