Grumman-Schweizer G-164B accident near Franklinton, Louisiana, April 9, 1999
On April 9, 1999 at about 2:00 pm local time, a Grumman-Schweizer G-164B, registered N6673Q, was destroyed in an accident near Franklinton, Louisiana (Franklinton Municipal airport). 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
Loss of engine power for an undetermined reason. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 9, 1999 · about 2:00 pm local time
- Place
- Franklinton, Louisiana · Franklinton Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman-Schweizer G-164B
- Registration
- N6673Q · no longer on the register · serial 195B
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff/initial climb, 'the aircraft lifted off about 2/3 of the way down the runway and did not accelerate.' The 'engine sound did not change.' The pilot reported the airplane 'went down into the trees' 1/4 mile from the airport. Functional testing of the fuel pump showed the fuel pump was capable of putting out sufficient pressure and flow at normal operating rpm to properly provide fuel to the fuel control unit to operate the engine. Damage precluded a functional test of the fuel control unit. Disassembly of the unit revealed 2 holes in the fuel control diaphragm. The manufacturer stated 'the damage to the fuel control is the result of impact damage.' The FAA coordinator stated that 'a tear in the diaphragm could cause a loss of power.' The reason for the loss of engine power could not be determined.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 10,000 hours in all; 60 in this make and model; 60 in the last 90 days; 40 in the last 30 days; 10,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 7,524 hours
- Last inspection: annual inspection, October 20, 1998; 865 hours since
- Landing gear: fixed
- Engine: Garrett TPE-331-6252M (turboprop); 0 hours total
The flight
- Departed from: 2R7 at 2:00 pm
- Flight plan: none
- Runway 17, 3,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: not recorded; scat at 3,000 ft
- Temperature: 73°F (23°C), dew point 0°F (-18°C)
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.
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.