Cessna A188B accident near Aitkin, Minnesota, July 13, 1997
On July 13, 1997 at about 7:10 pm local time, a Cessna A188B, registered N9746G, was substantially damaged in an accident near Aitkin, Minnesota (Aitkin airport). 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
loss of engine power for undetermined reason(s). A factor relating to the accident was: the wet/soft terrain in the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 13, 1997 · about 7:10 pm local time
- Place
- Aitkin, Minnesota · Aitkin · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A188B · all A188Bs on the register
- Registration
- N9746G · no longer on the register · serial 18801586T
- 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 said the airplane accelerated normally to climb speed during takeoff. At about 100 feet above ground level (AGL), he noticed that the manifold pressure was low. 'All other engine readings appeared normal. The engine rapidly lost power.' The pilot attempted to land in a hay field adjacent to the airport. During touchdown, the main gear dug into wet/soft ground, and the airplane nosed over. The pilot said, 'Engine power at touchdown was minimal to zero.' Examination of the airplane revealed no anomalies. The pilot said that he could not remember how the switches were configured for takeoff. A note in the Cessna A188B Owner's Manual under HOT WEATHER/HOT ENGINE START (300 Horsepower Engine) stated, 'During a restart after a brief shutdown in extremely hot weather, the presence of fuel vapor may require the auxiliary fuel pump to operate in the 'ON' position for up to 1 minute or more before the vapor is cleared sufficiently to obtain 8 to 10 gallons/hour for starting.' A paragraph in the Cessna A188B Owner's Manual under TAKE-OFF stated, 'With 300 horsepower engines, it is important that the auxiliary fuel pump be turned off for take-off. Otherwise, the mixture will be excessively rich, causing a serious loss in power.'
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: 3,800 hours
- Last inspection: annual inspection, April 30, 1997; 20 hours since
- Maximum gross weight: 4,400 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: AIT at 7:10 pm
- Flight plan: none
- Runway 34, 3,398 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 7:13 pm from AIT, 1 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.