Grumman G-164A accident near Toccoa, Georgia, June 29, 2024
On June 29, 2024 at about 10:40 pm local time, a 1971 Grumman G-164A, registered N7849, was substantially damaged in an accident during landing (landing roll) near Toccoa, Georgia (Toccoa Airport-Rg Letourneau F). It was a positioning 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).
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The NTSB's probable cause their words, unchanged
The pilot’s failure to set the engine speed control fully forward during takeoff, resulting in an engine surge and subsequent loss of control during landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 2024 · about 10:40 pm local time
- Place
- Toccoa, Georgia · Toccoa Airport-Rg Letourneau F · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-164A, built 1971 · all G-164As on the register
- Registration
- N7849 · registry record · serial 797
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the turbo propeller-powered agricultural airplane reported that, during takeoff for a cross-county flight, the engine rpm did not reach 100% but he continued the flight. Shortly after takeoff, the engine appeared to surge and the pilot decided to return to the departure airport. As he approached the airport, the surging worsened and, after touchdown, the engine power started to increase. He tried to shut down the engine, but the power continued to increase. He applied heavy braking to slow the airplane; the left brake then locked, and the airplane departed the runway and the airplane’s wings were substantially damaged. Postaccident examination of the engine revealed damage indicative of an engine that was rotating and operating at the time of impact; no pre-existing condition was found that would have prevented normal engine operation or control. The engine manufacturer issued a Pilot Advisory Letter more than 10 years before the accident addressing the issue of engine oscillations. The letter noted: When performing a takeoff, pilots normally advance the power lever(s) to a takeoff value as specified in the POH/AFM and as indicated on the torque (or equivalent) gauge. If a takeoff is attempted with the Engine Speed Control(s) in any position other than full forward, resulting in the engine not achieving 100-101% RPM, the engine(s) may very well achieve the desired indicated torque; however, the engine(s) will actually develop a reduced level of horsepower. A reduced level of horsepower will result in the degradation of aircraft performance. The letter added that, “One and possibly two adverse effects can result if a takeoff is attempted with the Engine Speed Control(s) in any position other than full forward. They are reduced power output from the engine(s) and the possibility of accompanying engine oscillations.” Since the previous 22 hours of flying did not demonstrate this type of engine behavior, postaccident examination of the engine found no issues that would have prevented normal operation, and the pilot reported both not achieving 100% speed as well as engine oscillations during and after takeoff, the pilot likely did not advance the engine speed control fully forward during takeoff.
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 control on ground during landing (landing roll) defining event
- Miscellaneous/other during enroute (climb to cruise)
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Powerplant parameters › Incorrect use/operation
- Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 1,001 hours in all
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 12,212.1 hours
- Last inspection: 100-hour inspection, May 1, 2024
- Seats: 1
- Landing gear: fixed
- Engine: Honeywell TPE 331-1-151 (piston); 0 hours total
The flight
- Destination: ARG Walnut Ridge AR
- Flight plan: none
- Runway 21, 5,008 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,900 ft
- Temperature: 90°F (32°C), dew point 73°F (23°C)
- Altimeter: 30.08 inHg
- Observation at 6:35 pm from TOC
Weather report (METAR): KTOC 292235Z AUTO 09004KT 10SM BKN039 BKN050 32/23 A3008 RMK AO2 T03250227
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 ERA24LA286.