Cessna 188B accident near Atlanta, Nebraska, July 11, 1998
On July 11, 1998 at about 9:00 pm local time, a Cessna 188B, registered N9247R, was substantially damaged in an accident near Atlanta, Nebraska. It was a flight of an unrecorded kind under general aviation rules (Part 91). 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
A loss of engine power due to a loose 'B' nut on the fuel line fitting. Contributing to the accident was the inadequate maintain and the soft terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 1998 · about 9:00 pm local time
- Place
- Atlanta, Nebraska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 188B · all 188Bs on the register
- Registration
- N9247R · no longer on the register · serial 18802185T
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was performing a sprayer calibration test when the engine suffered a substantial loss of power. The pilot was operating at approximately 50 feet above ground level (agl) at the time of the power loss. The pilot stated that he was at too low an altitude to trouble shoot the power loss and maneuver the aircraft into an open field. Upon touch down the left main gear dug into the soft mud, collapsed the left main gear, which resulted in the left wing impacting the terrain. The pilot stated that the aircraft rotated about the left wing, approximately 80-degrees, and then came to a stop. Post accident investigation revealed that the engine would not sustain power at idle or any power setting with the fuel boost pump in the 'Off ' position. Investigation of the fuel system revealed that the 'B' nut on the fuel line from the firewall to the back of the engine was loose. After the nut had been tightened the engine performed, without hesitation, at all power settings with the fuel pump in the 'Off' position. No other aircraft or engine anomalies were found.
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; instrument: airplane
- Flight time: 3,261 hours in all; 1,779 in this make and model; 52 in the last 90 days; 45 in the last 30 days; 3,175 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 5,248 hours
- Last inspection: annual inspection, January 26, 1998; 72 hours since
- Maximum gross weight: 3,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-D31B (piston); 0 hours total
The flight
- Departed from: PVT Atlanta NE
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,500 ft; scat at 2,000 ft
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 8:50 pm from HDE, 10 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.