Grumman G-164A accident near Poplarville, Mississippi, March 13, 2001
On March 13, 2001 at about 7:30 pm local time, a Grumman G-164A, registered N5076, was substantially damaged in an accident near Poplarville, Mississippi (Poplarville-Pearl River County 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 cracked number 2 cylinder which resulted in a forced landing, subsequent impact with the runway, departure from the runway down an embankment, soft terrain and nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2001 · about 7:30 pm local time
- Place
- Poplarville, Mississippi · Poplarville-Pearl River County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-164A · all G-164As on the register
- Registration
- N5076 · no longer on the register · serial 1111
- 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 flight departed and at an altitude of about 60 feet above the ground. The pilot reported a loss of engine power. The pilot landed back on the runway, but only had about 200 feet of runway remaining. The airplane departed the end of the runway, down a steep embankment, the landing gear then dug into soft ground, and came to rest upside down. An engine examination revealed that the number 2 cylinder had cracked at the forward spark plug opening, all around the circumference of the cylinder and at the intake valve. The crack was opened about 1/8 of an inch. The remainder of the engine and accessories did not display any discrepancies. Fuel was observed and no contamination was found.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,403 hours in all; 1,003 in this make and model; 290 in the last 90 days; 150 in the last 30 days; 1,303 as pilot in command; 24 on instruments
- Last flight review: March 3, 1999
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 6,727.2 hours
- Last inspection: annual inspection, January 15, 2001; 171.4 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340 (piston); 0 hours total
The flight
- Departed from: M13 Popularville MS at 7:20 pm
- Flight plan: none
- Runway 16, 4,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 45°F (7°C)
- Altimeter: 29.95 inHg
- Observation at 7:53 pm from GPT, 35 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 N5076 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.