Schweizer G-164B-600 accident near Quincy, Washington, March 18, 1993
On March 18, 1993, a Schweizer G-164B-600, registered N7503L, 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
UNSUITABLE TERRAIN ENCOUNTERED DURING A FORCED LANDING AFTER AN ENGINE CYLINDER ASSEMBLY HAD SEPARATED. FACTORS INCLUDE A SNOWBANK.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 1993 · cases in 1993
- Place
- Quincy, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer G-164B-600
- Registration
- N7503L · registry record · serial 826B
- 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 WAS RETURNING TO HIS AGRICULTURAL LANDING STRIP AFTER APPLYING DRY FERTILIZER ON A FIELD. ABOUT A MILE FROM THE RUNWAY, THE ENGINE STARTED RUNNING ROUGH. WITHIN A HALF MILE OF THE AIRPORT, THE ENGINE ROUGHNESS WORSENED TO THE POINT OF TOTAL FAILURE. THE AIRCRAFT WOULD NO LONGER MAINTAIN ALTITUDE, SO THE PILOT ATTEMPTED A FORCED LANDING IN AN ALFALFA FIELD ADJACENT TO THE RUNWAY. AFTER TOUCHDOWN, THE AIRCRAFT ROLLED INTO A SNOWDRIFT AND NOSED OVER. INVESTIGATION REVEALED THAT THE NUMBER SEVEN CYLINDER HAD SEPARATED FROM THE ENGINE CRANKCASE.
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: 7,505 hours in all; 7,200 in this make and model; 16 in the last 90 days; 16 in the last 30 days; 7,505 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 551 hours
- Last inspection: annual inspection, December 23, 1992; 15 hours since
- Maximum gross weight: 5,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: not reported
- Wind: from 300° at 6 knots
- Visibility: 5 statute miles
- Sky: overcast at 5,000 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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 N7503L 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
- N7503L on the register today · the tail number may have moved to another aircraft since
- Schweizer 1,187 aircraft on the register
- Engine: P&W R-1340 1,229 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Washington 2,713 since 1982 · 362 in the last ten years
- Washington 10,633 aircraft registered
- Other NTSB records under N7503L 2 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/SEA93LA078.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.