Cessna 140 accident near Atchison, Kansas, May 29, 2010
On May 29, 2010 at about 3:30 pm local time, a Cessna 140, registered N76287, was substantially damaged in an accident during takeoff near Atchison, Kansas (Amelia Earhart Airport). It was a personal flight under general aviation rules (Part 91). 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 loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 29, 2010 · about 3:30 pm local time
- Place
- Atchison, Kansas · Amelia Earhart Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 140 · all 140s on the register
- Registration
- N76287 · no longer on the register · serial 10701
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff the airplane's engine suddenly lost power. The pilot applied carburetor heat and switched fuel tanks; however, the engine did not restart. The pilot elected to conduct a forced landing along a road. During the forced landing, the airplane sustained structural damage. An examination of the airplane and engine was conducted; however, no abnormalities were found with either the airframe or engine that could account for the loss of engine power. While weather conditions for carburetor icing were noted as “moderate or serious icing - cruise or descent power range” at the time of the accident, the investigation was unable to determine the cause of the power loss.
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
What happened, in order
- Loss of engine power (total) during takeoff defining event
- Collision during takeoff/land during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › (general) › (general) › Not specified
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Not specified
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 1,379 hours in all; 610 in this make and model; 26 in the last 90 days; 3 in the last 30 days; 1,379 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,603 hours
- Last inspection: annual inspection, May 10, 2009
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor C85 SERIES (piston); 0 hours total
The flight
- Departed from: K59 Atchison KS
- Destination: KLXT Lee'S Summit MO
- Flight plan: not recorded
- Runway 16, 3,000 ft by 48 ft
Weather at the time
- Light: daylight
- Wind: from 149° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 55°F (13°C)
- Altimeter: 29.93 inHg
- Observation at 3:53 pm from KSTJ, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.