Grumman G-164A accident near Jerome, Idaho, July 19, 2005
On July 19, 2005 at about 12:30 pm local time, a Grumman G-164A, registered N6702Q, was substantially damaged in an accident near Jerome, Idaho (Jerome 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
Failure to maintain clearance from terrain during takeoff and initial climb. A high density altitude was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2005 · about 12:30 pm local time
- Place
- Jerome, Idaho · Jerome 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
- N6702Q · no longer on the register · serial 1707
- 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 reported that shortly after takeoff, while in the initial climb, the airplane developed a high sink rate. The pilot stated he increased power and jettisoned the load, however, the airplane continued to sink eventually impacting terrain, in a level flight attitude, approximately 1.5 miles north of the airport. The pilot stated he departed the runway with a "slight quartering tailwind." The operator reported that the airplane was loaded with approximately 2,000 pounds of dry fertilizer and approximately 55 gallons of Jet A. The field elevation at the departure airport is 4,048 feet above mean sea level (msl). The estimated density altitude (DA) was approximately 5,584 feet. The operator reported that there were no mechanical malfunctions or failures with the airplane prior to the accident.
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
- Flight time: 5,750 hours in all; 106 in this make and model; 106 in the last 90 days; 59 in the last 30 days; 5,541 as pilot in command
- Last flight review: April 1, 2005
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 6,529 hours
- Last inspection: 100-hour inspection, July 1, 2005
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE-331 (turboprop); 0 hours total
The flight
- Departed from: U73 Jerome ID at 12:30 pm
- Destination: U73
- Flight plan: not recorded
- Runway 26, 5,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 36°F (2°C)
- Altimeter: 29.93 inHg
- Observation at 12:53 pm from KJER, 1 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 N6702Q 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.