Schweizer G-164B accident near Penn Yan, New York, September 5, 2004
On September 5, 2004 at about 9:00 pm local time, a Schweizer G-164B, registered N7501H, was substantially damaged in an accident near Penn Yan, New York (Penn Yan Airport). It was a ferry 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).
The NTSB's probable cause their words, unchanged
the pilot's loss of directional control during landing which resulted in excessive side-loads and failure of the right main landing gear wheel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2004 · about 9:00 pm local time
- Place
- Penn Yan, New York · Penn Yan Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer G-164B
- Registration
- N7501H · no longer on the register · serial 801B
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After landing, the ferry pilot applied reverse propeller thrust to slow the airplane. At that time, the airplane yawed left, and the right main landing gear wheel and tire separated from the gear. The airplane continued on the right main landing gear strut until it departed the right side of the runway. Examination of the right main landing gear tire revealed that the tire was still on the rim and fully inflated; however, the center hub section of the wheel was "gone". The owner said the left yaw following propeller reversal is "normal", and that full right rudder is required to maintain directional control. The wheel, and broken pieces associated with the wheel, were recovered and forwarded to the Safety Board's Materials Laboratory in Washington, DC, for examination. The appearance of the fracture surfaces was consistent with overstress fracture, with no evidence of a preexisting crack, and that the wheel also displayed signatures consistent with excessive side load.
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: airline transport pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,000 hours in all; 8 in this make and model; 115 in the last 90 days; 50 in the last 30 days; 2,900 as pilot in command; 700 on instruments
- Last flight review: September 1, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 5,500 hours
- Last inspection: annual inspection, August 19, 2004; 10 hours since
- Seats: 1
- Landing gear: fixed
- Engine: Walter 601D-11 (turboprop); 0 hours total
The flight
- Departed from: I69 Batavia OH at 7:15 pm
- Destination: PEO Penn Yan NY
- Flight plan: none
- Runway 28, 5,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 66°F (19°C)
- Altimeter: 30.25 inHg
- Observation at 8:53 pm from PEO
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 N7501H 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.