Grumman G-164B accident near Chico, California, March 4, 1994
On March 4, 1994 at about 10:00 pm local time, a Grumman G-164B, registered N6528K, was substantially damaged in an accident near Chico, California (M&J AG Airstrip 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
the failure of the pilot to obtain/maintain sufficient flying speed during a downwind takeoff and climb, compounded by his reluctance to use full available takeoff power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 4, 1994 · about 10:00 pm local time
- Place
- Chico, California · M&J AG Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-164B · all G-164Bs on the register
- Registration
- N6528K · registry record · serial 354B
- 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 aircraft was loaded with 190 gallons of fertilizer and an additional 45 gallons of fuel when the pilot attempted a downwind takeoff from a private dirt agricultural airstrip. The pilot said he was unable to maintain sufficient airspeed during his initial climbing left turn toward the northeast. He reported that he had been instructed by the aircraft operator to use a takeoff power setting of 33 inches of manifold pressure and 1,800 rpm's. In the turn, the pilot noticed the aircraft was moving toward the south in a sideward drift. Since the aircraft was not climbing, he added one inch of manifold pressure and, as he did so, noticed that the winds had increased. During the turn, the aircraft's performance became even more sluggish and the aircraft began to settle. The aircraft stalled, landed in a soft dirt field, and nosed over.
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
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 10,485 hours in all; 401 in this make and model; 10 in the last 90 days; 8 in the last 30 days; 10,270 as pilot in command; 552 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 7,100 hours
- Last inspection: 100-hour inspection, October 12, 1993; 65 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-985/AN-1 (piston); 0 hours total
- Operator: Chico Aerial Applicators, INC.
The flight
- Flight plan: none
- Runway 18, 2,000 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 8,000 ft; not recorded at 8,000 ft
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.