Piper PA-25-235 accident near Kimball, Nebraska, June 5, 1982
On June 5, 1982 at about 4:00 pm local time, a Piper PA-25-235, registered N6997Z, was substantially damaged in an accident near Kimball, Nebraska (Kimball Municipal airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 5, 1982 · about 4:00 pm local time
- Place
- Kimball, Nebraska · Kimball Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N6997Z · no longer on the register · serial 25-2749
- 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 AIRCRAFT WAS LOADED WITH 100 GALLONS OF 2-4-D AND 40 GALLONS OF FUEL. DURING THE PREFLIGHT RUN-UP CHECK, THE PILOT NOTED A MAG DROP OF 225 RPM. HE STATED THAT LEANING THE FUEL MIXTURE CLEARED THE EXCESSIVE DECREASE IN RPM, AND HE OBSERVED 2500 RPM ON THE ENGINE TACHOMETER DURING THE TAKEOFF ROLL. THE PILOT SAID THE AIRCRAFT DID NOT SEEM TO WANT TO GAIN SPEED LIKE IT SHOULD, AND HE ROLLED ABOUT 2700 FT BEFORE LIFT-OFF. HE REPORTED THAT AFTER LIFT-OFF, THE AIRCRAFT DID NOT GAIN SPEED AS HE CLIMBED TO ABOUT 75 FT AGL, AND THE ENGINE POPPED AND SPUTTERED AS THE PLANE SETTLED. DURING A LANDING IN A SOFT FIELD, THE AIRCRAFT NOSED OVER AND THE PILOT WAS SOAKED WITH THE 2-4-D CHEMICAL. THE PILOT REPORTED THAT HE WOULD HAVE DUMPED HIS LOAD IF HE HAD A LITTLE MORE TIME. AN EXAMINATION AND OPERATIONAL CHECK OF THE ENGINE REVEALED NO PRECRASH MALFUNCTION OF FAILURE. THE TAKEOFF PERFORMANCE DATA SHOWED THAT THE ACFT SHOULD HAVE BEEN ABLE TO CLEAR A 50 FT OBSTACLE IN 1350 FT. THE DENSITY ALTITUDE WAS ABOUT 6500 FT MSL.
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: 452 hours in all; 30 in this make and model; 30 in the last 90 days; 20 in the last 30 days; 334 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,428 hours
- Last inspection: inspection type not recorded; 17 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-B2B5 (piston); 0 hours total
The flight
- Departed from: 4V7 Kimball NE at 10:00 am
- Destination: 4V7 Kimball NE
- Flight plan: none
- Runway 11, 3,800 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 8 knots
- Visibility: 40 statute miles
- Sky: not recorded; clear
- Temperature: 154°F (68°C), dew point 0°F (-18°C)
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.