# NTSB MIA95LA192: Schweizer G-164B, N7502A, Quitman, MS, August 5, 1995 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 5, 1995, 17:00 local (22:00 UTC) - Place: Quitman, MS - Coordinates: 32.03936, -88.719261 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.0394&lon=-88.7193&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report May 9, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 37806 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA95LA192 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/37806/pdf - Page: https://openairdocs.org/ntsb/MIA95LA192 ## 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. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, descent - normal - fuel system,fuel control - output low (cause) - maintenance - inadequate (cause) - Forced landing, emergency descent/landing - On ground/water collision with object, emergency landing - object - tree(s) ## Analysis The pilot stated that after reducing power to descend to begin spraying, the engine quit. He dumped the fertilizer and executed a forced landing in a field. During the landing roll, the airplane collided with a tree stump and nosed over. The engine and selected accessories were examined. Tests revealed that the fuel control unit did not flow to the required specifications during the deceleration schedule test. According to the fuel control unit manufacturers records, the same fuel control unit was at their facility in August of 1994 for bench testing. The results indicate that the unit did not flow to specification during the deceleration schedule test. Following the 1994 test, the unit was returned 'as is' (without repair) per the customer's request. ## Factual narrative On August 5, 1995, about 1700 central daylight time, a Schweizer Aircraft Corporation G-164B, registered to and operated by Payne's Flying Service, Inc., collided with terrain during a forced landing near Quitman, Mississippi. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 137 aerial application flight. The airplane was substantially damaged and the commercial-rated pilot, was not injured. The flight originated about 5 minutes earlier. The pilot stated that after reducing power to descend to initiate spraying, the engine lost power. He initiated dumping of the fertilizer and landed in an area cleared of trees. During the landing roll, the aircraft collided with a tree stump and nosed over. The engine was removed from the airplane for further examination which revealed no evidence of preimpact failure or malfunction. The propeller governor and fuel control units were removed from the engine and sent to the manufacturer's facility for bench testing, which revealed no evidence of preimpact failure of the propeller governor. Bench testing of the fuel control unit revealed that the fuel flow in pounds per hour (pph) was 41 and 45 pph below the minimum specification during the deceleration schedule test for two of the three test points. Additionally, fuel flow in pph was documented as being 26 pph less than specification at maximum power conditions. Review of records provided by the Woodward Governor Company revealed that the same fuel control was sent to them in August of 1994, by Intercontinental Jet, Inc., for bench testing. The records indicate that the testing was performed on August 26th, and the results indicate that the unit only met specification at 3 of the 16 test points. Specifically, the change in the two test points during the deceleration schedule test from 1994 to 1995 indicate that the fuel flow in pph decreased at test point 9.1 from 125 to 114 respectively. The minimum specified fuel flow in pph at that test point is listed as 155. The test point 9.2 during the deceleration schedule test for the 1994 and 1995 bench tests indicate a change from 72 to 58 pph respectively. The minimum fuel flow required at that test point is listed as 103 pph. Following the bench testing in 1994, per the instructions from Intercontinental Jet, Inc., personnel, the fuel control unit was returned to them as is with no tag. The unit was not overhauled. ## Aircraft - Registration: [N7502A](https://openairdocs.org/aircraft/N7502A), registered now, S/N 797B (OpenAirDocs) - Reported make and model: Schweizer G-164B - 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: 2894 - Engines: GARRETT TPE-331-1-151 665 horsepower turbo prop - Damage: Substantial damage - Flight: Aerial application, Part 137 - Registered owner: Payne'S Flying Service, Inc. - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, July 29, 1995, 29 hours before - Departed: NONE - Airport: 23M, Quitman Clark County ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 36; commercial; airplane ratings: single-engine land; medical: class 2, valid medical--w/ waivers/lim; seat: center; flight hours: 6,000 total, 2,000 in this make and model, 6,000 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 190° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 84 °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 19950805022089A](https://openairdocs.org/incident/19950805022089A), Aug 5, 1995: Scwzer G164B, Quitman, MS, Substantial damage. Lost power descending to spray. Dumped load. Hit stump landing. Nosed over. Fuel unit had known prior low pressure. ## 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 ATL98LA115](https://openairdocs.org/ntsb/ATL98LA115), Aug 16, 1998: Schweizer G164B (N7502A), Newton, MS, substantial damage. 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. 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.