Grumman-Schweizer G-164A accident near Belgrade, Montana, August 3, 1996
On August 3, 1996 at about 2:00 pm local time, a Grumman-Schweizer G-164A, registered N9853, was substantially damaged in an accident near Belgrade, Montana. 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
loss of engine power for undetermined reason(s). A factor relating to the accident was: a ditch in the field where the forced landing was executed.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 1996 · about 2:00 pm local time · cases in 1996
- Place
- Belgrade, Montana · 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
- N9853 · registry record · serial 1291
- 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 returning from an aerial application flight, the turbine-powered Grumman G-164A experienced a complete loss of power. The pilot made a successful touchdown in an open field, but the aircraft encountered a ditch during the landing roll. When the aircraft impacted the ditch, it sustained substantial damage. The cause of the power loss was not determined.
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; instrument: airplane
- Flight time: 6,100 hours in all; 270 in the last 90 days; 6,100 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 1,787 hours
- Last inspection: annual inspection, January 5, 1996; 200 hours since
- Maximum gross weight: 4,700 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE-331-1 (turboprop); 0 hours total
The flight
- Departed from: Belgrade MT
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: overcast at 5,000 ft; scat at 4,000 ft
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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 N9853 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
- N9853 on the register today · the tail number may have moved to another aircraft since
- Engine: Garrett TPE-331-1 5 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Montana 1,121 since 1982 · 166 in the last ten years
- Montana 6,045 aircraft registered
- Other NTSB records under N9853 1 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/SEA96LA176.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.