Cessna 188B accident near Houston, Mississippi, March 4, 1998
On March 4, 1998 at about 7:35 pm local time, a Cessna 188B, registered N53382, was substantially damaged in an accident near Houston, Mississippi. 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
corrosion and subsequent disconnect of the left aileron control rod end fitting, which resulted in a loss of aileron (roll) control, a forced landing, and subsequent impact with the terrain. A factor related to the accident was: improper lubrication of the control rod.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 4, 1998 · about 7:35 pm local time
- Place
- Houston, Mississippi · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 188B · all 188Bs on the register
- Registration
- N53382 · no longer on the register · serial 18801800T
- 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 he was at an altitude of about 150 to 200 feet when he made an aileron input, which was hard enough to cause fluid in the hopper tank to 'slosh' around. The airplane shuddered as if in a stall. He moved the control stick forward to increase airspeed, and the shutter continued. The airplane started to turn to the left. The pilot applied right aileron and rudder, then he visually checked the ailerons and observed that both were in the up position. He reduced power, and the left wing dropped. The pilot increased power and applied rudder to maintain aircraft control. The airplane continued in a slight left turn. While making a forced landing in an open field, the pilot reduced power, and the left wing dropped and collided with the ground. Examination of the airplane revealed that the left aileron control rod end fitting had become disconnected at the adjustment jam nut. The rod end had lost its flexibility, because of rust (corrosion), due to lack of attention and/or lubrication.
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; instructor: instrument airplane; instrument: airplane
- Flight time: 21,494 hours in all; 10,000 in this make and model; 87 in the last 90 days; 47 in the last 30 days; 21,494 as pilot in command; 3,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 6,080 hours
- Last inspection: annual inspection, April 10, 1997; 299 hours since
- Maximum gross weight: 4,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: M44 MS
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 230° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,400 ft; not recorded
- Temperature: 64°F (18°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from TUP, 25 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.