Schweizer Aircraft CORP G-164B accident near Marysville, California, June 21, 2011
On June 21, 2011 at about 5:35 pm local time, a Schweizer Aircraft CORP G-164B, registered N3627G, was substantially damaged in an accident during takeoff near Marysville, California (Yuba County 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 separation of the right main landing gear during takeoff, due to fatigue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 21, 2011 · about 5:35 pm local time
- Place
- Marysville, California · Yuba County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer Aircraft CORP G-164B · all G-164Bs on the register
- Registration
- N3627G · registry record · serial 729 B
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff roll of the aerial application flight, the right main landing gear separated from the airplane's fuselage. The pilot continued the takeoff from the dirt airstrip, and elected to land at a local airport. During the landing roll, the airplane departed the runway sustaining substantial damage to the lower left wing. Examination of the right main landing gear spring leg revealed that the outboard segment had separated from the airplane at its root, adjacent to the airframe support structure. The fracture surfaces indicated a fatigue failure emanating from an area of corrosion on the lower surface of the spring.
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
- Part(s) separation from AC during takeoff defining event
- Abnormal runway contact during landing (landing roll)
- Runway excursion during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear › Fatigue/wear/corrosion
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 14,000 hours in all; 10,000 in this make and model; 13,975 as pilot in command
- Last flight review: January 6, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 13,509 hours
- Last inspection: annual inspection, June 16, 2011; 10 hours since
- Maximum gross weight: 5,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt And Whitney PT6A (turboprop); 0 hours total
- Operator: Sutter Butte Dusters INC
The flight
- Departed from: PVT Gridley CA at 4:30 pm
- Destination: MYV Marysville CA
- Flight plan: not recorded
- Runway 32, 6,006 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 57°F (14°C)
- Altimeter: 29.77 inHg
- Observation at 5:53 pm from MYV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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 N3627G the same tail number, which may have belonged to a different aircraft at the time
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.