# Accident 19980702015929A: Scwzer G164A, Lubbock, TX, July 2, 1998

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: July 2, 1998, 14:30 local time
- Place: Lubbock, TX
- Airport: Lubbock International Airport
- Damage: Destroyed
- Phase of flight: Forced/Precautionary Landing
- Operating rules: General operating rules (Part 91)
- Location: 33.5896° N, 101.8505° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=33.5896&lon=-101.8505&mi=10
- Aircraft: N8866H, a cancelled registration (https://openairdocs.org/deregistered/N8866H-2001-05-22) (OpenAirDocs)
- Registry model: Grumman Acft ENG Cor-Schweizer G-164A (registry code 3952801, https://openairdocs.org/model/grumman-acft-eng-cor-schweizer-g-164a) (OpenAirDocs)
- Reported make and model: SCWZER G164A
- Reported engine: PWA R985AN14B
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 800 total, 10 in this make and model, 10 in the last 90 days
- NTSB investigation: [NTSB FTW98LA292](https://openairdocs.org/ntsb/FTW98LA292) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19980702015929A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

ACRT LOST POWER AND CRASHED INTO A FIELD. LUBBOCK, TX. (.4) THE 800 HOUR PILOT REPORTED TO THE NTSB INVESTIGATOR-IN-CHARGE THAT SHORTLY AFTER A NORMAL TAKEOFF, THE ENGINE SPUTTERED AND COUGHED DURING THE INITIAL TAKEOFF CLIMB. THE ENGINE THEN OPERATED NORMALLY FOR ABOUT 10 SECONDS, THEN IT SPUTTERED AND BACKFIRED FOR ANOTHER 15 SECONDS, UNTIL THE ENGINE STOPPED DEVELOPING POWER. DURING THE LANDING ROLL, THE MAIN LANDING GEAR DUG INTO THE SOFT DIRT AND THE AIRPLANE NOSED OVER COMING TO REST IN THE INVERTED POSITION. A DETAILED EXAMINATION OF THE ENGINE INDUCTION AIR SYSTEM REVEALED EVIDENCE OF A PREVIOUS ENGINE INDUCTION SYSTEM FIRE. THE RUBBER INDUCTION AIR SLEEVE (P/N:A1535-13) WAS FOUND CHARRED AND BURNED. THE INSPECTOR STATED THAT THE RESTRICTION ON AIRFLOW TO THE CARBURETOR DURING A PERIOD OF HIGH POWER DEMAND DUE TO THE COLLAPSING OF THE AIR INDUCTION SLEEVE RESULTED IN THE LOSS OF ENGINE POWER. THE AIRPLANE'S TOTAL TIME IN SERVICE WAS REPORTED AS 3,572 HOURS. THE AIRPLANE HAD ACCUMULATED 7 HOURS SINCE ITS LAST ANNUAL INSPECTION.(-23) AFTER TAKEOFF FROM RUNWAY 17R AT LBB AIRPORT, ENGINE BEGAN TO SPUTTER AT APPROXIMATELY 200-300 FT. AGL, ENGINE THEN OPERATED NORMAL FOR ABOUT 10SECONDS, THEN IT SPUTTERED AGAIN AND QUIT APPROXIMATELY 15 SECONDS LATER. PILOT EXECUTED AN EMERGENCY LANDING IN A FIELD OF VERY SOFT/LOOSE DIRT. THE AIRCRAFT FLIPPED OVER AFTER TOUCHDOWN DUE TO THE SOFT GROUND AND SUSTAINED SUBSTANTIAL DAMAGE.  SUBSEQUENT INVESTIGATION REVEALED THAT A PREVIOUS ENGINE INDUCTION SYSTEM FIRE HAD OCCURRED RESULTING IN DAMAGE TO RUBBER INDUCTION SLEEVE, PART #A1535-13, WHICH PROBABLY COLLAPSED AND CAUSED ENGINE TO LOSE INDUCTION AIR SUPPLY.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB FTW98LA292](https://openairdocs.org/ntsb/FTW98LA292), Jul 2, 1998: Grumman-Schweizer G-164A (N8866H), Lubbock, TX, substantial damage. Probable cause: The loss of engine power due to the collapsed of the engine induction air ducting. Factors were the inadequate maintenance inspection and the lack of suitable terrain for the pilot to execute the…

## Other reports on N8866H (1)

Matched to the same aircraft by N-number and date.

- [Incident 19960915035619I](https://openairdocs.org/incident/19960915035619I), Sep 15, 1996: Scwzer G164A (N8866H), Trenton, NC, Minor damage. Narrative: engine started to lose power. Pilot tried to return to home field but could not hold altitude. Landed in tree tops about 300-400 feet short of…

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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