Cessna T188C accident near Aiken, Texas, September 27, 2001
On September 27, 2001 at about 2:05 pm local time, a Cessna T188C, registered N4629J, was substantially damaged in an accident near Aiken, 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 application of silicon sealant to the crankcase mating surfaces by maintenance personnel, which resulted in improper torque on the bolts which mate the crankcase halves, vibration, and the subsequent failure of the #2 main crankshaft bearing. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 2001 · about 2:05 pm local time
- Place
- Aiken, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T188C · all T188Cs on the register
- Registration
- N4629J · no longer on the register · serial t18803757T
- 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 was maneuvering the agricultural airplane to enter a field and commence spraying, when at 120 feet agl, the engine lost power. The pilot attempted to restart the engine; however, the engine did not restart. During the ensuing forced landing, the airplane contacted circular rows of cotton, before coming to rest upright. The engine was examined at the manufacturer's facility and silicon sealant was observed on the base flanges of the #1, #2, #4, and #6 cylinders and on the crankcase mating surfaces. Fretting was observed on the base flanges of the cylinders, on the mating surface of the crankcase halves, and on the main bearing bosses. The #2 main bearing was observed fragmented and the bearing's bore was cracked and damaged. Additionally, it was observed that the crankshaft was fractured between the #2 main bearing and #3 crankshaft cheek. According to a TCM metallurgist, the fatigue fracture's origin was determined to be at the aft radius of the #2 main bearing. The silicon sealant prevented proper torqueing of the bolts that mate the crankcase halves and led to vibration at the crankcase mating surfaces. The #2 main bearing then shifted and failed, resulting in a loss of engine power.
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: 4,500 hours in all; 3,500 in this make and model; 110 in the last 90 days; 100 in the last 30 days
- Last flight review: June 16, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: sngl
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, May 10, 2001; 113 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: PVW Aiken TX at 2:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 45°F (7°C)
- Altimeter: 30.12 inHg
- Observation at 4:53 pm from LBB, 42 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.