Grumman-Schweizer G-164B accident near Waitsburg, Washington, August 22, 1996
On August 22, 1996 at about 6:45 pm local time, a Grumman-Schweizer G-164B, registered N7501Q, was substantially damaged in an accident near Waitsburg, Washington (Cropland Whiskey Creek airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate compensation for wind conditions and failure to maintain control of the airplane after encountering a whirlwind during the landing.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 22, 1996 · about 6:45 pm local time · cases in 1996
- Place
- Waitsburg, Washington · Cropland Whiskey Creek · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman-Schweizer G-164B
- Registration
- N7501Q · registry record · serial 813B
- 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 the landing roll at a private strip, after completion of a spraying operation, the aircraft suddenly veered off of the runway, encountered soft terrain, overturned, and began burning. The pilot reported that there were whirlwinds in the area at the time of 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: single-engine land
- Flight time: 3,567 hours in all; 2,580 in this make and model; 200 in the last 90 days; 150 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 2,412 hours
- Last inspection: 100-hour inspection, August 19, 1996; 10 hours since
- Maximum gross weight: 5,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340-AN1 (piston); 0 hours total
- Fire on the ground
The flight
- Flight plan: none
- Runway 9, 2,000 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 3 knots
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from KAL, 12 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 N7501Q 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
- N7501Q on the register today · the tail number may have moved to another aircraft since
- Engine: P&W R-1340-AN1 64 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 N7501Q 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/SEA96LA200.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.