Schweizer G-164B accident near Marysville, California, April 19, 1999
On April 19, 1999 at about 2:52 pm local time, a Schweizer G-164B, registered N3633B, was substantially damaged in an accident near Marysville, California (Farm 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
A loss of engine power due to a leaking surge bleed valve which induced compressor stalls within the engine.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 1999 · about 2:52 pm local time
- Place
- Marysville, California · Farm Airstrip
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer G-164B
- Registration
- N3633B · no longer on the register · serial 775B
- 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 said that he had just taken off from a farm airstrip and was initiating a turn to clear a building when several 'pop' sounds came from the engine and it began to lose power. The pilot was unable to clear a set of power lines and struck the wires. Ground witnesses said they watched the aircraft liftoff from the airstrip and begin a gentle left turn to clear a building. In the turn a trail of black smoke began coming from the aircraft as it started a shallow descent toward a field. Just before the aircraft hit the power lines, a large puff of black smoke emanated from the aircraft. After colliding with the wires, the aircraft hit the ground and nosed over. The witnesses heard distinct 'popping sounds' associated with the onset of the smoke trail. The engine was removed and transported to a turbine engine overhaul facility for examination. Teardown of the engine revealed that one blade in the power turbine wheel had failed at the root section and was not recovered. Two other blades were fractured at their approximate midspan point and the outboard blade sections were not recovered. All other blades around the disk exhibited nicks and gouges in the leading edges. All fracture surfaces exhibited granular features. The compressor bleed valve would not hold pressure and was found to be leaking from the seal under the seal support plate-securing nut. Review of the engine maintenance records disclosed that the compressor bleed valve was installed on the engine 605 hours prior to the accident. Prior to installation on the engine, a new diaphragm was installed in the valve.
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: 17,900 hours in all; 12,000 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 8,199 hours
- Last inspection: annual inspection, February 25, 1999; 29 hours since
- Maximum gross weight: 5,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6A-20 (turboprop); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 140° at 10 knots
- Visibility: 45 statute miles
- Sky: broken clouds at 25,000 ft; scat at 15,000 ft
- Temperature: 54°F (12°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from MYV, 10 miles away
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 N3633B 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.