Grumman Acft Eng Cor-Schweizer G 164A accident near Alfalfa, Oregon, February 18, 2015
On February 18, 2015 at about 2:19 am local time, a 1972 Grumman Acft Eng Cor-Schweizer G 164A, registered N4863, was substantially damaged in an accident during emergency descent near Alfalfa, Oregon (Goering Ranches airport). It was a flight test under general aviation rules (Part 91). 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
A total loss of engine power after takeoff for reasons that could not be determined, because examination of the engine did not reveal any mechanical anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 18, 2015 · about 2:19 am local time
- Place
- Alfalfa, Oregon · Goering Ranches · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman Acft Eng Cor-Schweizer G 164A, built 1972 · all G 164As on the register
- Registration
- N4863 · registry record · serial 1016
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot/owner, an airframe and powerplant mechanic with inspection authorization privileges, performed an annual inspection on the airplane in order to return it to service after it had been in storage for about 2 years. Ground engine run-up checks revealed no discrepancies, and he decided to perform a test flight. After takeoff, the engine sputtered and lost power, and the pilot returned to the airport for a precautionary landing. The airplane overran the runway, struck a tire, and came to rest inverted. A postaccident engine run revealed no mechanical discrepancies that would have precluded normal operation. The reason for the loss of engine power 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
What happened, in order
- Loss of engine power (total) during emergency descent defining event
- Landing area overshoot during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 10,000 hours in all; 3,000 in this make and model; 50 in the last 90 days
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,217 hours
- Last inspection: annual inspection, August 2, 2012
- Landing gear: fixed
- Engine: Prat And Whitney Aircraft R-1340-AN-1 (piston); 0 hours total
The flight
- Departed from: 50OR Alfalfa OR
- Destination: 50OR Alfalfa OR
- Flight plan: none
- Runway 35, 5,500 ft by 60 ft
Weather at the time
- Light: dusk
- Wind: from 330° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 41°F (5°C), dew point 32°F (0°C)
- Altimeter: 30.20 inHg
- Observation at 2:15 am from BDN, 11 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.
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.