Cessna T-188C accident near Dalton, Nebraska, April 13, 1999
On April 13, 1999 at about 11:05 pm local time, a Cessna T-188C, registered N2173J, was substantially damaged in an accident near Dalton, Nebraska (Paul Benish 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 improper adjustment of the fuel pump by maintenance personnel. Factors to the accident were the excessive output of the fuel pump, trees, residential structure, fence, and propane tank.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 1999 · about 11:05 pm local time
- Place
- Dalton, Nebraska · Paul Benish Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T-188C · all T-188Cs on the register
- Registration
- N2173J · no longer on the register · serial T18803410T
- 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 stated that the takeoff run was uneventful, but during the climb the engine experienced a substantial loss of power. The pilot reported that he did not have, '... time, airspeed, or altitude to turn.' The airplane impacted the top of a tree line, a residential structure, a fence, and a propane tank before coming to rest. Examination of the wreckage revealed no anomalies with the airframe and the flight control system. The pilot reported that the airplane was loaded with 120 gallons of a chemical mixture and was within the weight and balance limitations for the aircraft. The fuel pump was tested and was found to be outside the manufacture's limitations. The maximum allowable fuel pressure, at 2,700 rpm and 39.5 inches of mercury, is 37.0 psi. The fuel pump from the accident airplane was bench-tested and yielded 60 psi.
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; instrument: airplane
- Flight time: 12,741 hours in all; 6,700 in this make and model; 68 in the last 90 days; 34 in the last 30 days; 10,300 as pilot in command; 740 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 3,741 hours
- Last inspection: annual inspection, February 20, 1999; 21 hours since
- Maximum gross weight: 4,400 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental TSIO-520-T (piston); 0 hours total
The flight
- Departed from: PVT at 11:05 pm
- Flight plan: none
- Runway 17, 3,800 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 10:53 pm from SNY, 355 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.