# NTSB ATL98LA115: Schweizer G164B, N7502A, Newton, MS, August 16, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 16, 1998, 16:15 local (21:15 UTC) - Place: Newton, MS - Coordinates: 32.309783, -89.150314 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.3098&lon=-89.1503&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report July 26, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 43650 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL98LA115 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/43650/pdf - Page: https://openairdocs.org/ntsb/ATL98LA115 ## Probable cause The erosion of the compressor impeller and the unsecured fuel control unit resulted in the loss of engine power during the initial climb. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - mech failure/malf, takeoff - initial climb - compressor assembly,impeller - eroded (cause) - fuel system,fuel control - not secured (cause) - Forced landing, descent - emergency - In flight collision with object, descent - emergency - object - tree(s) ## Analysis According to the pilot, he was conducting agricultural operations and had dispensed approximately 13 loads of agricultural products. While preparing for another takeoff, the pilot noticed that the engine was slow to spool up to 100%. During climb-out the pilot noticed that he did not have enough power to maintain the climb. The pilot pushed the throttle full forward, dumped his load, and he could not arrest his descent. The airplane collided with trees as the pilot executed a forced landing. Examination of the engine assembly disclosed that the first stage compressor wheel displayed evidence of erosion. There was fresh dirt and debris in the first stage compressor assembly. Several stator vanes exhibited pre-impact bending associated with erosion. Further examination of the engine assembly disclosed that the fuel control unit rear support bracket bolt was not installed on the fuel control unit. The engine post-accident examination disclosed that the fuel control unit was displaced approximately 1/4 inch from the normally installed position. Examination of the fuel control unit showed chaffing on the pump flange. ## Factual narrative On August 16, 1998, at 1615 Central Daylight Time, a Schweizer, G164B, N7502A, collided with trees, when altitude could not be maintained due to loss of engine power, near Newton, Mississippi. The aerial application flight was operated by Payne Flying Service under the provisions of Title 14 CFR Part 137, no flight plan was filed. Visual meteorological conditions prevailed at the time of the accident. The commercial pilot was not injured. The airplane was substantially damaged. The flight departed Newton Mississippi, at 1613. According to the pilot, he had been conducting agricultural operations and had dispensed approximately 13 loads of agricultural products. He was preparing for takeoff when he noticed that the engine was slow to spool up, but the run-up was otherwise normal with the engine operating at 100%. During climb-out the pilot noticed that he did not have enough power to maintain the climb, he pushed the throttle full forward, and dumped his load. Despite the pilot's efforts to regain full power, engine power continued to decrease, and he could not arrest the descent. The pilot selected an area for a forced landing. The airplane collided with trees during the attempted forced landing. Examination of the engine assembly disclosed that the first stage compressor wheel displayed evidence of erosion. There was also fresh dirt and debris on the first stage compressor assembly. Several stator vanes exhibited pre-impact bending associated with erosion (see attached engine examination report). Further examination of the engine assembly disclosed that the fuel control unit rear support bracket bolt was not installed on the fuel control unit. The post-accident examination disclosed that the fuel control unit was displaced approximately 1/4 inch from the normally installed position. Examination of the fuel control unit showed chaffing on the pump flange. According to operator's maintenance records, the engine was last inspected 128 hours before the accident. The engine had accumulated 6000 hours of operation since the last overhaul. ## Aircraft - Registration: [N7502A](https://openairdocs.org/aircraft/N7502A), registered now, S/N 797B (OpenAirDocs) - Reported make and model: Schweizer G164B - Registry model: [Schweizer G-164B](https://openairdocs.org/model/schweizer-g-164b) (registry code 8059055) (OpenAirDocs) - Registry engine: [Pratt & Whitney R1340 series](https://openairdocs.org/engine/pratt-whitney-r1340-series) (registry code 52016, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 797B - Airframe hours: 6552 - Engines: Bristol TPE-331-6-252 715 horsepower turbo prop - Damage: Substantial damage - Flight: Aerial application, Part 137 - Registered owner: Darrell W. Meredith - Airworthiness certificate: Special, Restricted (Special) - Last inspection: 100 hour, July 15, 1998, 144 hours before ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; commercial; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; seat: center; flight hours: 5,485 total, 2,000 in this make and model, 5,400 as pilot in command, 68 in the last 90 days, 68 in the last 30 days, 10 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 73 °F - Altimeter: 29.00 inHg - Observed at: MEI, 30 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19980816021119A](https://openairdocs.org/incident/19980816021119A), Aug 16, 1998: Scwzer G164B, Newton, MS, Substantial damage. (.19)On August 16, 1998, at 1600 central daylight time, a Schweizer, G164A, N7502A, collided with trees, according to the pilot, while a manauvering for an… ## Other investigations on N7502A (2) 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 WPR10LA365](https://openairdocs.org/ntsb/WPR10LA365), Jul 21, 2010: Schweizer G-164B (N7502A), Prescott, WA, substantial damage. Probable cause: 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… - [NTSB MIA95LA192](https://openairdocs.org/ntsb/MIA95LA192), Aug 5, 1995: Schweizer G-164B (N7502A), Quitman, MS, substantial damage. Probable cause: Improper (low) outflow from the fuel control unit, due to improper maintenance, which resulted in a loss of engine power and a forced landing. 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.