# NTSB SEA01LA149: Grumman G-164B, N6774Q, Quincy, WA, August 11, 2001 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 11, 2001, 07:20 local (14:20 UTC) - Place: Quincy, WA - Coordinates: 47.170791, -119.799133 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=47.1708&lon=-119.7991&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report October 24, 2002 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 53018 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA01LA149 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/53018/pdf - Page: https://openairdocs.org/ntsb/SEA01LA149 ## Probable cause The failure of the impeller assembly as a consequence of impeller rub and binding within the impeller collector case for undetermined reasons. ## 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, takeoff - eng assembly,blower/impeller/integral supercharger - failure (cause) - reason for occurrence undetermined - eng assembly,blower/impeller/integral supercharger - binding(mechanical) - Forced landing, emergency landing after takeoff - Nose over, landing - roll ## Analysis Just as the "Agcat" spray plane broke ground, the engine bogged down and an oil spray appeared on the windscreen. The pilot dumped the chemical load and continued straight ahead executing a forced landing in an agricultural field during which the aircraft nosed over. Post-accident examination of the engine revealed substantial metal in the oil filter and on the magnetic sump chip detector. Further examination revealed substantial rubbing and abrasion damage to the engine impeller. The impeller and associated collector case were examined by the Engineering Branch Laboratory of the Canadian Transportation Safety Board. The examination of the impeller and case revealed no signs of any progressive failure mechanism and the degree of damage was to such an extent as to prevent a conclusive determination of the initiating event. ## Factual narrative On August 11, 2001, approximately 0720 Pacific daylight time, a Grumman G-164B "Agcat" spray plane, N6774Q, registered to and being flown by a commercial pilot, was substantially damaged when the aircraft nosed over during an emergency landing following a total loss of power on takeoff at a private airstrip southeast of Quincy, Washington. The pilot was uninjured. Visual meteorological conditions existed and no flight plan had been filed. The flight, which was intended for aerial application, was operated under 14 CFR 137. The pilot/owner reported that just as he broke ground on takeoff the engine bogged down and an oil spray appeared on the windscreen. He dumped the chemical load and continued straight ahead into an agricultural field during which the aircraft came to rest inverted (refer to photograph 1). The engine had come to a complete stop before the aircraft nosed over. The pilot also reported that a post-crash examination of the newly rebuilt Pratt & Whitney 1340 radial engine revealed substantial metal in the oil filter and on the magnetic sump plug. He stated that the engine had approximately 250 hours since rebuild, which was accomplished by a company located in Winnipeg, Manitoba, Canada. The engine was disassembled and examined at the facilities of Aero Recip (Canada Ltd.) with oversight provided by personnel from the Winnipeg office of the Canadian Transportation Safety Board. The disassembly revealed evidence of impeller rub on the rear impeller case. The impeller collector case displayed severe abrasion and likewise, the impeller displayed severe damage. The impeller shaft was bent, as was the ring carrier, and both showed evidence of overheating. The impeller shaft cage was damaged and the bearing material was smeared over the oil holes. However, all oil passages leading to the impeller bearings were found to be free and clear of obstructions (refer to attached AMO Report No. 45-89). The impeller and impeller collector case were sent to the Engineering Branch Laboratory of the Canadian Transportation Safety Board for further examination. The report stated that although the impeller blades and impeller fragments examined revealed no signs of any progressive failure mechanism, the degree of damage was to such an extent as to prevent a conclusive determination of the sequence of events (refer to attached report LP077/2001). ## Aircraft - Registration: [N6774Q](https://openairdocs.org/aircraft/N6774Q), registered now, S/N 284B (OpenAirDocs) - Reported make and model: Grumman 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: [NONE](https://openairdocs.org/engine/none) (registry code 00000, none) (OpenAirDocs) - Category: Airplane - Serial number: 284B - Airframe hours: 6000 - Engines: P&W R-1340 600 horsepower reciprocating - Damage: Substantial damage - Flight: Aerial application, Part 137 - Registered owner: Shaw, Martin R. - Airworthiness certificate: Special, Restricted (Special) - Last inspection: 100 hour, June 29, 2001, 104 hours before - Departed: Quincy, WA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: none; commercial; airplane ratings: single-engine land, single-engine sea, multi-engine land; instrument ratings: helicopter, airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review February 19, 2000; seat: single; flight hours: 22,074 total, 14,000 in this make and model, 200 in the last 90 days, 100 in the last 30 days, 8 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 10° at 6 knots - Visibility: 20 statute miles - Lowest ceiling: none - Temperature: 68 °F, dew point 43 °F - Altimeter: 29.98 inHg - Observed at: EPH, 12 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 20010811020739A](https://openairdocs.org/incident/20010811020739A), Aug 11, 2001: Scwzer G164B, Moseslake, WA, No damage. (-23) The pilot stated on take-off, the engine lost power, the windscreen was covered with oil, and the engine lost all power. There were no abnormal sounds or… ## Other investigations on N6774Q (3) 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 WPR10LA139](https://openairdocs.org/ntsb/WPR10LA139), Feb 18, 2010: Grumman Acft ENG Cor-Schweizer G-164B (N6774Q), Colfax, WA, substantial damage. Probable cause: A partial loss of engine power due to carburetor ice as a result of the pilot's failure to use carburetor heat. - [NTSB SEA95LA188](https://openairdocs.org/ntsb/SEA95LA188), Jul 28, 1995: Grumman G-164B (N6774Q), Ephrata, WA, substantial damage. Probable cause: THE PILOT'S INADEQUATE COMPENSATION FOR WIND CONDITIONS. FACTORS CONTRIBUTING TO THE ACCIDENT WERE CROSSWINDS AND GUSTS. - [NTSB LAX90DVA10](https://openairdocs.org/ntsb/LAX90DVA10), Aug 19, 1990: Grumman-Schweizer G-164B (N6774Q), Westley, CA, destroyed. Probable cause: THE PILOT'S FAILURE MAINTAIN OBSTACLE CLEARANCE. 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.