Accident Overview
On July 22, 2025, about 0930 central daylight time, a Cessna T188C, registration N2802J, was substantially damaged in an accident near Oregon, Illinois. The pilot was fatally injured. The airplane was operated under 14 Code of Federal Regulations Part 137 as an aerial application flight.
Sequence of Events
The company responsible for delivering and loading agricultural chemicals was loading the airplanes. According to the loader, the pilot arrived at Ogle County Airport (C55) in Mount Morris, Illinois, about 0600 to start his workday. He completed five flights to a field about 5 miles northeast of C55. Upon returning to the airport, the pilot reported an issue with the product dispersal system. The ground crew cleaned the spraybar screen while the airplane was idling. The pilot requested a partial load of chemical so that if the dispersal system did not function properly, he would not land with a heavy load. The loader filled the liquid chemical hopper with the requested amount, and the pilot departed about 0930.
Witness Observations
Multiple witnesses reported seeing the accident airplane in a “hard” left bank just over the top of standing corn, which stood about 8 ft tall. One witness reported that the airplane struck a powerline, impacted the ground nose first, bounced, and immediately was engulfed in flames. The airplane skidded across a road and came to rest about 100 ft north of the initial impact point at the edge of a cornfield. Cut powerlines were observed about 685 ft north of the departure end of runway 09, with portions laid across the road. A utility pole was fractured and leaning north. A post-impact fire ensued.
Wreckage Examination
The airplane came to rest on its left side on about a 300° heading. Ground scars included blue paint transfer and a cut in the asphalt road about 2.5 in. deep, consistent with propeller blade contact. All structural components and flight control surfaces were located at the site. The left elevator balance horn showed evidence of scoring from the asphalt surface. A 12–18 in. section of the outboard leading edge of the right wing, including part of the outboard rib and composite wing tip, was found near a section of cut powerlines about 100 ft south of the main wreckage, with witness marks consistent with a wire strike. The remaining portion of the right wing leading edge was thermally damaged. None of the installed wire cutters displayed evidence of wire strikes or arcing. Flight control cable continuity was established from ailerons, elevators, and rudder to cockpit controls. Elevator trim control cable continuity was established from the trim tab to the forward chain in the cockpit that separated from the sprocket due to thermal damage. Flap control continuity was established from the flap handle to the pushrod attach structure on each flap. The flap handle was found at full extension, but actual flap position at the time of the accident could not be determined. The cockpit and inboard wing sections were thermally damaged. The cockpit and instrument panel were thermally damaged in the post-impact fire. The emergency dump gate of the product dispersal system was thermally damaged; the gate door was thermally separated from its mounts, but hinges and door attach points were found in the closed position. The fuel system was thermally damaged and could not be tested. The fuel strainer and header tank were not observed in the wreckage. Both wing tanks were ruptured, and any remaining fuel was consumed by fire.
Engine and Propeller Examination
A cursory examination of the engine was performed. The engine had been exposed to thermal damage. Top spark plugs were removed; the No. 2, 4, and 6 spark plugs were covered in oil due to engine position. The plug electrodes were consistent with “worn out – normal” on a Champion inspection chart. The fuel pump was removed and was unremarkable; the pump drive shaft was intact. The engine crankshaft was turned by manually rotating the propeller, which remained attached; suction and compression were observed on all cylinders, with no internal binding. Both magnetos remained attached to the engine. No spark was observed, but both magnetos had been exposed to thermal forces. Engine controls remained attached to the fuel control. A borescope examination of cylinders, piston faces, valves, and lower spark plugs found no anomalies. The oil filter was removed and cut; the filter media was brittle and charred due to thermal forces, but no contaminants or particles were found. All three propeller blades exhibited bending, curling, and chord-wise scratches. Two blades exhibited S-bending, and one blade had 8 in. of the tip bent back on itself with a fracture at the bend. The retaining rings for all three blades separated, and two blades rotated freely in the hub. The airplane was recovered to a secure facility for future examination.