Schweizer G-164B accident near Prescott, Washington, July 21, 2010
On July 21, 2010 at about 1:20 pm local time, a Schweizer G-164B, registered N7502A, was substantially damaged in an accident during takeoff near Prescott, Washington (Dozier Airstrip airport). 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
The airplane’s inability to maintain a positive rate of climb after takeoff for undetermined reasons. Contributing to the accident was the pilot’s delayed reaction to initiate an emergency release of the spray mixture.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 2010 · about 1:20 pm local time · cases in 2010
- Place
- Prescott, Washington · Dozier Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer G-164B
- Registration
- N7502A · registry record · serial 797B
- 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 flew into a private airstrip and encountered no problems with the airframe or engine. He loaded 375 gallons of spray mixture and reported that there was no indication of a problem until after liftoff, when the airplane settled back onto the airstrip, although the engine did not lose power. The pilot verified the power readings and determined that there was insufficient runway remaining to abort the takeoff. The airplane lifted off again and crossed a gravel road that was perpendicular to the runway before settling into a fallow field that was across the road. The pilot completed an emergency release of the spray mixture but was unsuccessful in getting airborne prior to colliding with an electric fence. After hitting the fence, he aborted the takeoff. The pilot reported that the airfield was flat, the wind was calm, and the temperature was cool. The airplane was operating below maximum gross weight during the takeoff, and the pilot’s reported instrument and visual perceptions were the same as many other takeoffs that he had made from this airstrip. During a postaccident engine examination, no anomalies were identified that would have precluded normal operation.
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
What happened, in order
- Runway excursion during takeoff defining event
- Collision with terrain or object (not controlled flight into terrain) during takeoff
The NTSB's findings
- factor Personnel issues › Action/decision › Action › Delayed action › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Fence/fence post › Effect on equipment
- cause Aircraft › Aircraft oper/perf/capability › Aircraft capability › Climb capability › Attain/maintain not possible
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 9,552 hours in all; 7,833 in this make and model; 158 in the last 90 days; 50 in the last 30 days; 9,525 as pilot in command
- Last flight review: February 24, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 923 hours
- Last inspection: annual inspection, February 18, 2010
- Maximum gross weight: 9,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE 331-6-252 (turboprop); 0 hours total
- Operator: Blue Mountain Aviation
The flight
- Departed from: Prescott WA at 1:20 pm
- Destination: Prescott WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 29.87 inHg
- Observation at 12:53 pm from KALW, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on March 1, 2012. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Record of Conversation - Pilot | PDF, 1 page | View Download |
| 3 | Record of Conversation - FAA | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N7502A 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
- N7502A on the register today · the tail number may have moved to another aircraft since
- Schweizer 1,187 aircraft on the register
- Engine: Garrett TPE 331-6-252 7 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 N7502A 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/WPR10LA365.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.