# NTSB CEN13LA322: Grumman Acft ENG Cor-Schweizer G-164B, N6754Q, Covington, OK, June 6, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 6, 2013, 13:25 local (18:25 UTC) - Place: Covington, OK - Coordinates: 36.292499, -97.593055 - Nearby events: https://openairdocs.org/map.md?lat=36.2925&lon=-97.5931&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 24, 2014 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA FSDO Oklahoma City - NTSB case key (mKey): 87113 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN13LA322 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87113/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87113 - Page: https://openairdocs.org/ntsb/CEN13LA322 ## Probable cause The airplane’s failure to climb after takeoff for reasons that could not be determined because postaccident examinations of the engine and airframe did not reveal any anomalies that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: climb rate](https://openairdocs.org/ntsb-findings/01062035): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Grumman Acft ENG Cor-Schweizer G-164B, 1 case](https://openairdocs.org/ntsb-findings/01062035/cases.md?model=3952802), [All aircraft, 265 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) (defining event); cases with it: [Grumman Acft ENG Cor-Schweizer G-164B, 10 cases](https://openairdocs.org/ntsb-events/220/sequence.md?model=3952802), [All aircraft, 780 cases](https://openairdocs.org/ntsb-events/220/sequence.md) ## Analysis The pilot stated that, after takeoff for an aerial application flight, the airplane was "a little sluggish" while he was maneuvering it about 30 feet above the ground. He stated that he was gently pulling back on the control stick when the airplane started to descend. He then advanced the throttle; however, the airplane continued to descend and then impacted terrain and flipped over. Postaccident examination of the engine and airframe did not reveal any anomalies that would have precluded normal operation. The pilot stated that the engine instruments did not indicate any power loss and that he topped off the fuel tanks before the flight. He also reported that the wind at the time of takeoff was about 5 knots with no gusts, and the atmospheric conditions were not conducive to the accumulation of carburetor ice. The airplane was below its maximum takeoff gross weight. The reason for the airplane's failure to climb could not be determined. ## Factual narrative On June 6, 2013, at 1325 central daylight time, a Grumman G164B agricultural airplane, N6754Q, registered to Cassody Flying Service LLC of Covington, Oklahoma, was substantially damaged when it collided with terrain shortly after takeoff from Cade's Airport (0OK8), Covington, Oklahoma. The commercial pilot was not injured. Visual meteorological conditions prevailed in the vicinity and no flight plan was filed. The aerial application flight was being conducted under the provisions of Federal Code of Regulations Part 137. The flight originated at 1324 from the Cade's Airport, Covington, Oklahoma.The pilot stated that he taxied the airplane to the end of the grass runway and performed power checks of the engine and cycled the propeller. He did not notice any malfunctions so he increased the throttle to takeoff power and released the brakes. The airplane accelerated down the grass strip heading south, the tail wheel lifted up, and the airspeed increased. After the main landing gear came up off the runway, the airplane had a constant increase in altitude and airspeed. About 30 feet AGL, the pilot initiated a gentle right turn to the west toward the open cornfield to avoid flying over a house at the end of the runway. After rolling wings level, the airplane felt a little sluggish, which the pilot felt was normal since the airplane was loaded with chemicals. The pilot eased the control stick back to try to gain more altitude and noticed that the airplane was not climbing. A tree line at the end of the cornfield was coming up fast and altitude was steadily decreasing. The pilot checked the engine RPM and manifold gauges and they did not indicate any loss of power. He also stated that there was no audible sound difference in the engine. The pilot then increased the throttle and while looking outside in his peripheral vision, he saw the left wing tip strike the ground, felt a hard bump, and the airplane turned to the left. The pilot then felt the airplane roll wings level, and then saw the right wing strike the ground. After that, the pilot recalls being upside down in the cockpit hanging by his shoulder harness. He released his restraint system and exited the airplane through the cockpit door. Examination of the engine and airframe after the accident did not reveal anomalies that may have contributed to the accident. The pilot stated that the fuel tanks were topped off prior to the flight and that a full load of chemicals were loaded in the hopper. He also reported that the wind was not a factor, about 5 knots out of the east with no gusts, at the time of takeoff. The temperature was moderate (81 degrees F). The estimated takeoff weight of the airplane was below maximum gross. A review of the airplane maintenance logbooks for the last 360 days did not have annotations of uncorrected airframe or engine issues prior to the accident flight. the airplane's most recent annual inspection was performed on April 1, 2013. ## Aircraft - Registration: [N6754Q](https://openairdocs.org/aircraft/N6754Q), registered now, S/N 265B, built 1977 (OpenAirDocs) - Reported make and model: GRUMMAN ACFT ENG COR-SCHWEIZER G-164B - Registry model: [Grumman Acft ENG Cor-Schweizer G-164B](https://openairdocs.org/model/grumman-acft-eng-cor-schweizer-g-164b) (registry code 3952802) (OpenAirDocs) - Registry engine: [Pratt & Whitney R-985 series](https://openairdocs.org/engine/pratt-whitney-r-985-series) (registry code 52008, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 265B - Engines: P&W R-985 SERIES 450 horsepower reciprocating - Damage: Substantial damage - Flight: Aerial application, Part 137 - Operator: Cassody Thomas B, doing business as Cassody Flying Service LLC - Registered owner: Cassody Thomas B - Airworthiness certificate: Special, Restricted (Special) - Departed: 0OK8, Covington, OK - Destination: 0OK8, Covington, OK - Airport: 0OK8, Cades Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 44; injuries: none; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review June 1, 2013; seat: center; restraint: 5-point; flight hours: 990 total, 103 in this make and model, 70 in the last 90 days, 35 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 100° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 55 °F - Altimeter: 30.00 inHg - Observed at: WDG, 11 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 20130606010499A](https://openairdocs.org/incident/20130606010499A), Jun 6, 2013: Grumman Acft Eng Cor-Schweizer G-164B, Covington, OK, Substantial damage. The pilot departed the grass strip to the south with a small tailwind. He decided to do so because taking off into the wind would have required him to use a… ## Other investigations on N6754Q (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 SEA94LA092](https://openairdocs.org/ntsb/SEA94LA092), Mar 30, 1994: Grumman-Schweizer G-164B (N6754Q), Levan, UT, substantial damage. Probable cause: THE LEFT MAIN LANDING GEAR WHEEL BEARING BROKE RESULTING IN THE WHEEL JAMMING AND THE AIRPLANE NOSING OVER. - [NTSB DEN89LA160](https://openairdocs.org/ntsb/DEN89LA160), Jul 8, 1989: Grumman-Schweizer G-164B (N6754Q), Holden, UT, substantial damage. Probable cause: THE PILOT'S MISJUDGEMENT OF THE EFFECT OF HIGH DENSITY ALTITUDE ON A HEAVILY LOADED AIRCRAFT. ## Docket (4 files) The files NTSB released with the investigation on February 4, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87113. 5.1 MB in all. - Pilot Statement (item 1, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40409769&FileExtension=.PDF&FileName=Pilot%20Statement-Redacted.PDF - Annual Inspection Document (Airframe) (item 2, .PDF, 313 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40409771&FileExtension=.PDF&FileName=Annual%20Inspection%20Document%20(Airframe)-Redacted.PDF - Annual Inspection Document (Engine) (item 3, .PDF, 307 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40409772&FileExtension=.PDF&FileName=Annual%20Inspection%20Document%20(Engine)-Redacted.PDF - Photo 1 Accident Scene (item 4, .PDF, 4.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40409773&FileExtension=.PDF&FileName=Photo%201%20Accident%20Scene-Master.PDF 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.