Amateur-built Steen Skybolt accident near Chanute, Kansas, March 15, 2003
On March 15, 2003 at about 6:00 pm local time, a amateur-built Steen Skybolt, registered N75JD, was substantially damaged in an accident near Chanute, Kansas (Chanute Martin Johnson 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 partial loss of engine power during takeoff-initial climb for undetermined reasons. The pilot's improper decision and unsuitable terrain are contributing factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 2003 · about 6:00 pm local time
- Place
- Chanute, Kansas · Chanute Martin Johnson · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Steen Skybolt
- Registration
- N75JD · no longer on the register · serial 2A2
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane sustained substantial damage during a forced landing after takeoff. The airplane experienced a partial loss of engine power at 200 feet above ground level. The pilot reported he initially turned right 30 degrees after he recognized the partial loss of power so that he could turn back to the runway if necessary. He turned back to the left to make a downwind landing. The airplane landed in a field about 150 yards short of the runway and the landing gear collapsed during the landing roll. He reported that the airspeed was 90 knots at touchdown. The inspection of the engine revealed no anomalies. The field immediately south of the departure runway was a large, flat wheat field. The pilot reported that he "should have went for the field straight ahead of the aircraft."
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 single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,000 hours in all; 300 in this make and model; 75 in the last 90 days; 25 in the last 30 days; 2,960 as pilot in command
- Last flight review: December 30, 2001
- Medical certificate: Class 3
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 628 hours
- Last inspection: continuous airworthiness programme, June 28, 2002; 25 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Franklin Sport 220 (piston); 0 hours total
The flight
- Departed from: CNU Chanute KS at 6:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 52°F (11°C)
- Altimeter: 29.87 inHg
- Observation at 4:54 pm from CNU
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.