Grumman Acft Eng Cor-Schweizer G-164B accident near Oakesdale, Washington, August 15, 2011
On August 15, 2011 at about 2:15 pm local time, a Grumman Acft Eng Cor-Schweizer G-164B, registered N6628Q, was substantially damaged in an accident during landing (landing roll) near Oakesdale, Washington (Private Dirt Strip 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 decision to land with a high tailwind, which resulted in a nose-over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 15, 2011 · about 2:15 pm local time
- Place
- Oakesdale, Washington · Private Dirt Strip · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman Acft Eng Cor-Schweizer G-164B · all G-164Bs on the register
- Registration
- N6628Q · registry record · serial 154B
- 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 took off in the tailwheel-equipped airplane and noted that the wind velocity was higher than expected, so he elected to return to the departure strip. The pilot reported that the wind produced a 12- to 15-mph tailwind for landing and that the combined effects of the tailwind and excessive airspeed caused the airplane’s tail to immediately begin to rise after touchdown. After rolling about 20 feet, the airplane nosed over and came to rest inverted. The pilot said that the accident could have been prevented if he had flown in less windy conditions and that he should have executed a go-around.
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
- Nose over/nose down during landing (landing roll) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land
- Flight time: 1,050 hours in all; 250 in this make and model; 226 in the last 90 days; 150 in the last 30 days
- Last flight review: May 17, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 9,934 hours
- Last inspection: annual inspection, December 12, 2010
- Maximum gross weight: 6,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W R-1340-S3H1-G (piston); 0 hours total
- Operator: Fender Air Service, Inc
The flight
- Departed from: Oakesdale WA at 2:10 pm
- Destination: Oakesdale WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 16 knots, gusting 27
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 63°F (17°C)
- Altimeter: 30.01 inHg
- Observation at 2:53 pm from PUW, 24 miles away
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 N6628Q 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.