Grumman-Schweizer G-164C accident near Oroville, California, November 25, 1998
On November 25, 1998 at about 6:40 pm local time, a Grumman-Schweizer G-164C, registered N6596K, was substantially damaged in an accident near Oroville, California (Oroville airport). 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).
The NTSB's probable cause their words, unchanged
The pilot's decision to attempt readjustment of the rudder pedal in-flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 25, 1998 · about 6:40 pm local time
- Place
- Oroville, California · Oroville · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman-Schweizer G-164C
- Registration
- N6596K · registry record · serial 6C
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while airborne he attempted to adjust the right rudder pedal. Once he pulled the locking pin, the rudder pedal became dislodged and the pilot was unable to correct the malfunction. He diverted to an airport with a longer runway to make a precautionary landing. The pilot stated that he had to apply cross controls to compensate for the loss of the rudder pedal on landing. On the landing rollout, the locking tail wheel did not lock and the aircraft began to sidestep on the runway. The right gear failed and the right wing and propeller struck the ground. No further mechanical malfunctions were noted. The rudder adjustment is a manual mechanism, located down by the rudder pedal that consists of a pin, which secures the pedal to the mechanism, and a plate that has holes in it. The plate also has two 90-degree tabs on either side of it to prevent the pin from becoming dislodged. The pilot would have to bend down to gain access to the pin to readjust the rudders. Once the pin has been pulled for readjustment, it is possible to push the pin past the tabs, making the process of moving the pin back into position very difficult.
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; rotorcraft: helicopter
- Flight time: 29,357 hours in all; 13,940 in this make and model; 14 in the last 90 days; 1 in the last 30 days; 29,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 14,126 hours
- Last inspection: 100-hour inspection, October 27, 1998; 20 hours since
- Maximum gross weight: 6,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6-34AG (turboprop); 0 hours total
The flight
- Departed from: Biggs CA at 6:20 pm
- Destination: 0O4 Corning CA
- Flight plan: none
- Runway 12, 3,540 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 4 knots, gusting 6
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
- Altimeter: 29.00 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.
Other NTSB records under N6596K 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.