Cessna A188B accident near Nickerson, Kansas, September 1, 2000
On September 1, 2000 at about 9:00 pm local time, a Cessna A188B, registered N9326R, was substantially damaged in an accident near Nickerson, Kansas (Private Airstrip airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
altidude/clearance not obtained/maintained by the pilot. Factors to the accident were the hay bale, the inadequate preflight planning/preparation by the pilot, the high-density altitude, and the high weight of the aircraft at the time of the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2000 · about 9:00 pm local time
- Place
- Nickerson, Kansas · Private Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A188B · all A188Bs on the register
- Registration
- N9326R · no longer on the register · serial 18802237T
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
During initial climb after takeoff the aerial application aircraft, loaded with 165-gallons of chemical, impacted a hay bale located off the end of the runway. The pilot maneuvered the aircraft back for a landing and during the landing the right main landing gear collapsed, the right wing impacted the terrain, and the aircraft skidded to a stop. Witnesses to the accident saw the aircraft impact a hay bale, located off the end of the runway used for the takeoff run, severing the right main landing gear. The pilot reported that the accident could have been prevented by, "I could have carried a smaller load or simply not flown when the density altitude gets too high. Also could have checked the adjacent fields for temporary obstructions (in this case some hay bales) that may have been placed there." The density altitude was approximated at 4,780-mean sea level.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instrument: airplane; rotorcraft: glider
- Flight time: 1,980 hours in all; 298 in this make and model; 206 in the last 90 days; 73 in the last 30 days; 1,775 as pilot in command; 802 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 5,235 hours
- Last inspection: annual inspection, March 21, 2000; 295 hours since
- Maximum gross weight: 4,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: PVT at 9:00 pm
- Flight plan: none
- Runway 27, 2,600 ft by 15 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 216°F (102°C), dew point 135°F (57°C)
- Altimeter: 29.00 inHg
- Observation at 8:53 pm from HUT, 12 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.
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.