Grumman-Schweizer G-164A accident near Colfax, Washington, June 24, 1989
On June 24, 1989 at about 3:30 am local time, a Grumman-Schweizer G-164A, registered N8974H, was substantially damaged in an accident near Colfax, 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
IMPROPER INSTALLATION OF THE CYLINDER ASSEMBLY. THE TERRAIN WAS NOT SUITABLE FOR A SUCCESSFUL FORCED LANDING.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 24, 1989 · about 3:30 am local time · cases in 1989
- Place
- Colfax, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman-Schweizer G-164A
- Registration
- N8974H · registry record · serial 1347
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
WHILE ON AN AERIAL APPLICATION FLIGHT, THE ACFT ENGINE QUIT. THE AIRCRAFT IMPACTED ROUGH TERRAIN ON FORCED LANDING AND NOSED OVER. EXAMINATION OF THE ENGINE REVEALED LOOSE MOUNTING NUTS ON THE NO 4 CYLINDER.
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: 4,000 hours in all; 1,800 in this make and model; 200 in the last 90 days; 70 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 4,850 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-985-AN1 (piston); 0 hours total
The flight
- Departed from: S94 Colfax WA at 2:30 am
- Destination: S94 Colfax WA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 3:46 am from PUW, 14 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 N8974H the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N8974H on the register today · the tail number may have moved to another aircraft since
- Engine: P&W R-985-AN1 31 aircraft carry this series today · as the NTSB recorded it
- Port Of Whitman Business Air Center Airport · departed from
- Accidents and incidents in Washington 2,713 since 1982 · 361 in the last ten years
- Washington 10,664 aircraft registered
- Other NTSB records under N8974H 3 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/SEA89LA121.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.