Cessna A188B accident near Zellwood, Florida, September 22, 1997
On September 22, 1997 at about 1:33 pm local time, a Cessna A188B, registered N53172, was substantially damaged in an accident near Zellwood, Florida. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of mechanics to adequately torque the crankcase through-bolts following a top overhaul, which subsequently resulted in a crankshaft failure. Soft/uneven terrain in the emergency landing area was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 1997 · about 1:33 pm local time
- Place
- Zellwood, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A188B · all A188Bs on the register
- Registration
- N53172 · no longer on the register · serial 18801662T
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, a loss of engine power occurred, while he was applying insecticide to a farm. A force landing was made in a plowed field. During the landing, the airplane encountered a small ditch in soft terrain, and the airplane nosed over. Examination of the maintenance records revealed that a top overhaul of the engine had been accomplished, 7 days before the accident. Postaccident examination of the engine revealed a fractured crankshaft. Multiple origin sites of the fracture were found from the surface of the journal radius. There was evidence that inadequate torque had been applied to the crankcase through-bolts. The #2 main bearing had moved fore and aft in the bearing bore and had rotated in the crankcase; there was heavy fretting at the #2 and #3 main bearing boss parting surfaces; and there was evidence of severe pounding from lack of support that had started a breakup of the #2 bearing.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 12,904 hours in all; 3,665 in this make and model; 80 in the last 90 days; 50 in the last 30 days; 12,758 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 3,067 hours
- Last inspection: annual inspection, September 15, 1997; 1,573 hours since
- Maximum gross weight: 3,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental IO-520-F (piston); 0 hours total
The flight
- Departed from: PVT FL at 2:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 400 ft
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 11:59 am from ORL, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N53172 the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.