Cessna A188B accident near Mcgregor, Minnesota, June 29, 1997
On June 29, 1997 at about 6:01 pm local time, a Cessna A188B, registered N4485Q, was substantially damaged in an accident near Mcgregor, Minnesota (Mc Gregor 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
the pilot's improper planning/decision, his failure to abort the takeoff while sufficient runway was remaining, and/or his failure to jettison his load in order to achieve sufficient climb rate to clear trees. His lack of certification and training to perform agriculture operations 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
- June 29, 1997 · about 6:01 pm local time
- Place
- Mcgregor, Minnesota · Mc Gregor · 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
- N4485Q · no longer on the register · serial 18800885
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that on the fourth flight of the day, the airplane did not accelerate (sufficiently) during takeoff. He said he did not have enough runway left to abort, so he lifted off into a shallow climb. The pilot did not perform an emergency hopper dump of the 1200 pounds of herbicide. The airplane struck trees on climb-out. An examination of the engine revealed no mechanical malfunction that would have resulted in a partial power loss. Investigation revealed that the pilot did not possess an Agricultural Operator Certificate in accordance with 14 CFR 137.11. Also, no documentation was found to show that the pilot had received training in aerial operations in accordance with 14 CFR 137.19(e).
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 25,000 hours in all; 1,200 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 23,000 as pilot in command; 500 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 681 hours
- Last inspection: annual inspection, June 19, 1997
- Maximum gross weight: 3,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: I7Y at 6:20 pm
- Flight plan: none
- Runway 15, 2,500 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,500 ft; scat at 2,400 ft
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 6:14 pm from AIT, 255 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.