Grumman G-164B accident near Ackerman, Mississippi, April 21, 1997
On April 21, 1997 at about 6:00 pm local time, a Grumman G-164B, registered N6601Q, was substantially damaged in an accident near Ackerman, Mississippi. 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
installation of an incorrect fuel filter in the fuel tanker, which allowed water-contaminated fuel being dispensed into the aircraft, subsequent partial loss of engine power on initial takeoff climb, and a forced landing. The lack of suitable terrain for a forced landing was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 21, 1997 · about 6:00 pm local time
- Place
- Ackerman, Mississippi · 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
- N6601Q · no longer on the register · serial 128B
- 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 stated he was in the initial climb after takeoff, at about 400 feet, when he experienced a partial loss of engine power. He was forced to land in an area with trees, and subsequently, the airplane was damaged. Examination of the airplane fuel system revealed water contamination. Examination of the refueling source (fuel tanker trailer/auger truck), revealed contaminated fuel (water). This was the result of an improper fuel filter being installed in the tanker trailer, which had been provided by the fuel filter supplier.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,423 hours in all; 1,643 in this make and model; 456 in the last 90 days; 158 in the last 30 days; 4,350 as pilot in command; 10 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 5,443 hours
- Last inspection: approved inspection programme, March 17, 1997; 272 hours since
- Maximum gross weight: 5,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE-331-1-1S1 (turboprop); 0 hours total
The flight
- Departed from: 9M4 MS at 5:57 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 220° at 11 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 5:48 pm from GWO, 46 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 N6601Q 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.