Grumman G-164B accident near Quincy, Washington, August 11, 2001
On August 11, 2001 at about 2:20 pm local time, a Grumman G-164B, registered N6774Q, was substantially damaged in an accident near Quincy, Washington. 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 impeller assembly as a consequence of impeller rub and binding within the impeller collector case for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 11, 2001 · about 2:20 pm local time
- Place
- Quincy, Washington · 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
- N6774Q · registry record · serial 284B
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
Just as the "Agcat" spray plane broke ground, the engine bogged down and an oil spray appeared on the windscreen. The pilot dumped the chemical load and continued straight ahead executing a forced landing in an agricultural field during which the aircraft nosed over. Post-accident examination of the engine revealed substantial metal in the oil filter and on the magnetic sump chip detector. Further examination revealed substantial rubbing and abrasion damage to the engine impeller. The impeller and associated collector case were examined by the Engineering Branch Laboratory of the Canadian Transportation Safety Board. The examination of the impeller and case revealed no signs of any progressive failure mechanism and the degree of damage was to such an extent as to prevent a conclusive determination of the initiating event.
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; single-engine sea; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 22,074 hours in all; 14,000 in this make and model; 200 in the last 90 days; 100 in the last 30 days
- Last flight review: February 19, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 6,000 hours
- Last inspection: 100-hour inspection, June 29, 2001; 104 hours since
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340 (piston); 0 hours total
The flight
- Departed from: Quincy WA at 2:20 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 010° at 6 knots
- Visibility: 20 statute miles
- Sky: a few clouds at 25,000 ft
- Temperature: 68°F (20°C), dew point 43°F (6°C)
- Altimeter: 29.98 inHg
- Observation at 1:55 pm from EPH, 12 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 N6774Q 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.