Cessna A188B accident near Lincoln, Kansas, May 16, 1999
On May 16, 1999 at about 4:00 pm local time, a Cessna A188B, registered N9275R, was substantially damaged in an accident near Lincoln, Kansas (Lincoln Municipal 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 altitude/clearance not obtained by the pilot and the unsuitable takeoff area selected by the pilot. Factors to the accident were the high, soft, and wet grass runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 16, 1999 · about 4:00 pm local time
- Place
- Lincoln, Kansas · Lincoln Municipal Airport · 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
- N9275R · registry record · serial 18802203T
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
While on the takeoff roll the pilot realized that the airplane, '...might not fly.' The pilot reported that he dumped his chemical load and the airplane began to liftoff. The pilot stated that as the airplane began to depart the runway surface, it struck a stone fence post at the end of the runway with the right main gear. He said that he then reduced the power, touched down in a pasture, and skidded to a stop. The pilot reported the condition of the grass runway was soft and wet, with the height of the grass about 6 inches. The pilot reported that the humidity was high and that there was light fog at the time of the accident. A weather observation station, located 29 nautical miles to the southeast of the accident site, reported winds were 200-degrees magnetic at 18 knots, temperature 79-degrees Fahrenheit, and a dew point temperature of 68-degrees Fahrenheit. The pilot indicated in his written report to the NTSB that there were no preimpact mechanical problems with the airplane.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,490 hours in all; 2,000 in this make and model; 70 in the last 90 days; 30 in the last 30 days; 2,400 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 5,130 hours
- Last inspection: annual inspection, January 12, 1999; 40 hours since
- Maximum gross weight: 4,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520D (piston); 0 hours total
The flight
- Departed from: K71 at 4:00 pm
- Flight plan: none
- Runway 33, 2,700 ft by 370 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 18 knots
- Visibility: 7 statute miles
- Sky: scat at 2,800 ft
- Temperature: 79°F (26°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 3:53 pm from SLN, 29 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.