Grumman G-164A accident near Garwood, Texas, June 17, 2004
On June 17, 2004 at about 7:00 pm local time, a Grumman G-164A, registered N6567, was substantially damaged in an accident near Garwood, Texas. 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 separation of the right main landing gear wheel and axle during take-off. Contributing factors were the fatigue of the bolts on the right main landing gear and the rough and uneven terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 17, 2004 · about 7:00 pm local time
- Place
- Garwood, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-164A · all G-164As on the register
- Registration
- N6567 · no longer on the register · serial 706
- 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 he was starting the 4th load (of 12 loads) when he topped-off the hopper with 1,500 pounds of 46% UREA fertilizer prior to his departure from the 4,000 feet long by 100 feet wide dirt airstrip. During the takeoff roll, as the airplane approached lift-off, the right main landing gear axle and wheel separated from the landing gear strut. The strut "dug" into the runway and separated from the airplane. The pilot further reported that the engine and propeller "dug" into the runway and caused the airplane to nose-over. The airplane came to rest in the inverted position. Examination by the FAA inspector revealed that 2 bolts from the left main landing gear (part number AN 509-616-35 and MS 20008H-22) were fractured. The fractures showed evidence of fatigue. The aircraft was reported having accumulated a total of 11,006 hours since new; however, the time since the installation of the failed bolts could not be established.
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: 18,500 hours in all; 450 in the last 90 days; 17,500 as pilot in command
- Last flight review: February 17, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 11,006 hours
- Last inspection: 100-hour inspection, May 20, 2004; 89 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R-1340 (piston); 0 hours total
The flight
- Departed from: Garwood TX
- Destination: Garwood TX
- Flight plan: none
- Runway S, 4,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 25,000 ft; scat at 3,700 ft
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 30.06 inHg
- Observation at 6:53 pm from HOU
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.
Other NTSB records under N6567 the same tail number, which may have belonged to a different aircraft at the time
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.