On July 19, 2010, approximately 1815 eastern daylight time, a Cessna A188B single-engine airplane, N5855G, sustained substantial damage when it impacted farm equipment and terrain near Clyde, Ohio. The commercial pilot, who was the sole occupant, sustained serious injuries. The airplane was registered to and operated by Gibbs Aero Spray, Inc., Fremont, Ohio. Visual meteorological conditions prevailed, and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 137 aerial application flight. The local flight departed approximately 1745.

According to the operator, the pilot was on his fourth spray pass of the aerial application flight when the airplane impacted a grain auger with its left wing. The grain auger, approximately 30 feet in height, was located adjacent to the field next to a round farm building and was displaced approximately 160 feet during the accident. The airplane came to rest upright and the pilot exited the airplane. The pilot stated to a witness who responded to the accident that the airplane engine lost power. During a telephone conversation with the pilot on September 23, 2010, the pilot stated he had no recollection of the accident. He was told by company personnel that he began flying on the day of the accident at 0700 and had a 30 minute lunch break.

Examination of the airplane revealed the left wing was bent and twisted, the fuselage was fragmented, and the right wing was bent. The crankshaft flange and propeller assembly were separated from the engine and came to rest in the between the grain auger and main wreckage. The engine was retained for further examination.

According to the engine maintenance records, the engine underwent its most recent annual inspection on March 15, 2010, at a total time of 654 hours since major overhaul. The engine had accumulated 854.8 hours since major overhaul at the time of the accident.

On September 23, 2010, at the facilities of Teledyne Continental Motors (TCM), Mobile, Alabama, the IO-520-D (serial number 281247) engine was examined by the Safety Board investigator-in-charge, and representatives from TCM and Cessna Aircraft Company. Examination and disassembly of the engine revealed did not reveal any pre-impact anomalies that would have prevented normal operation and production of rated horsepower. Examination of the crankshaft flange fracture surfaces displayed 45-degree shear lips that were consistent with a torsional overload failure.