Grumman G-164A accident near New Plymouth, Idaho, July 15, 1996
On July 15, 1996 at about 8:00 pm local time, a Grumman G-164A, registered N48442, was substantially damaged in an accident near New Plymouth, Idaho. 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
a cracked cylinder head, which resulted in partial loss of engine power during takeoff. Factors relating to the accident were: the pilot allowed the gross weight of the airplane to be exceeded, and tall wheat (crop) in the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 1996 · about 8:00 pm local time
- Place
- New Plymouth, Idaho · 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
- N48442 · registry record · serial 1646
- 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 he had just loaded 1,500 pounds of dry fertilizer for the next aerial application run. During the takeoff ground roll, approaching the departure end of the runway, the pilot noted that the airspeed was still too low for liftoff. He opted to dump the load and pull up to try and fly in ground effect. The airplane lifted off, but it settled in a nose high attitude into a field of tall wheat. The airplane decelerated and came to rest inverted. After the airplane was removed, the engine was inspected. During the inspection, a crack on the head of the number eight cylinder was found between the intake and exhaust valves. A weight and balance calculation showed the airplane was approximately 540 pounds over its maximum certified gross weight.
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; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 7,000 hours in all; 600 in this make and model; 160 in the last 90 days; 80 in the last 30 days; 6,800 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 2,304 hours
- Last inspection: annual inspection, November 1, 1995; 239 hours since
- Maximum gross weight: 4,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-985-AN1 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 11,000 ft
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 8:00 pm from EUL, 21 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.
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.