Cessna A188B accident near Sumrall, Mississippi, August 4, 2006
On August 4, 2006 at about 3:30 pm local time, a Cessna A188B, registered N86188, was substantially damaged in an accident near Sumrall, Mississippi. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed which resulted in an inadvertent stall. Contributing factors were the partial loss of engine power and the low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 2006 · about 3:30 pm local time
- Place
- Sumrall, Mississippi · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A188B · all A188Bs on the register
- Registration
- N86188 · no longer on the register · serial 18802008T
- 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 tail-wheel-equipped agricultural airplane stalled and impacted into a pond during a low altitude turn following a partial loss of engine power. The 1,525-hour commercial pilot had finished spraying a field and was departing the area when a witness observed the engine "pop as it would if the mixture was too lean." The engine then sounded as if it "cleared up" and moments later the airplane turned back towards the witness's location. As the airplane proceeded back towards him, the witness observed the engine running; however, it did not appear to be running at "full throttle." When the airplane was approximately 150-feet AGL, the airplane made a 90-degree turn before it "plunged" nose-first into a pond. All major components of the airplane were accounted for at the site, and control continuity was established to the airplane's flight controls. An examination of the engine revealed that the crankshaft, connecting rods and connecting rod bearings exhibited thermal and mechanical damage consistent with a lack of lubrication. The number four connecting rod bolt was found completely fractured. The oil sump, which had not been compromised during the accident, was found to contain residual oil. Investigators could not determine the reason for the loss of engine oil.
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
- Flight time: 1,525 hours in all
- Last flight review: December 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: fatal
The aircraft
- Airframe total time: 8,030 hours
- Last inspection: annual inspection, April 1, 2006
- Maximum gross weight: 3,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: Collins MS at 3:05 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 350° at 6 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 30.05 inHg
- Observation at 2:53 pm from HBG, 12 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.