Cessna A188B accident near Seminole, Texas, November 3, 1999
On November 3, 1999 at about 8:10 pm local time, a Cessna A188B, registered N72062, was substantially damaged in an accident near Seminole, Texas. 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 pilot's failure to maintain clearance with the powerlines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 3, 1999 · about 8:10 pm local time
- Place
- Seminole, Texas · 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
- N72062 · no longer on the register · serial 188-019442T
- 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 agricultural airplane collided with two powerlines suspended approximately 20 feet above cotton fields in a north-south direction. The pilot reported that he was in the process of aligning the SATLOC equipped airplane for the first pass on the 320-acre field that he intended to spray. The pilot was on a westerly heading 'over a brownish colored matured cotton field and he never saw the dull aluminum wires' that the airplane collided with. The pilot added that the two electrical wires were severed after impacting the top of the windshield, the upper portion of the vertical stabilizer, and the rudder assembly. The rudder assembly was partially ripped from its mounts and jammed 'in a marked right rudder deflection.' After flying through the powerlines, the pilot attempted to continue straight ahead on a westerly heading; however, the rudder was pulling the airplane into a right turn, which he could not control with full opposite aileron. The pilot stated that when he could no longer maintain control of the airplane, he extended the flaps and 'crashed into a cotton field in a right wing low attitude.'
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 10,000 hours in all; 2,000 in this make and model; 276 in the last 90 days; 120 in the last 30 days; 9,500 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 6,489 hours
- Last inspection: annual inspection, April 15, 1999; 438 hours since
- Maximum gross weight: 3,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: 5TA0 at 8:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.