Piper PA-28-140 accident near Kingman, Kansas, July 30, 1995
On July 30, 1995 at about 10:00 pm local time, a Piper PA-28-140, registered N222KC, was substantially damaged in an accident near Kingman, Kansas (Kingman Muni airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to obtain sufficient airspeed before liftoff, and his delay in aborting the takeoff. A factor relating to the accident was: the pilot's lack of recent flying experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 1995 · about 10:00 pm local time
- Place
- Kingman, Kansas · Kingman Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N222KC · registry record · serial 28-7525290
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT BEGAN A BIENNIAL FLIGHT REVIEW WITH A FLIGHT INSTRUCTOR (CFI), BUT WAS UNABLE TO COMPLETE IT DUE TO A SCHEDULING PROBLEM. AFTER FLYING .7 HOUR, HE ELECTED TO FLY WITH HIS FAMILY. HE TAXIED THE AIRPLANE TO THE RUNWAY AND PERFORMED AN ENGINE RUN-UP. HE STATED ALL INDICATIONS WERE NORMAL. WITH TWO NOTCHES OF FLAPS SELECTED, THE PILOT BEGAN THE TAKEOFF ROLL. HE STATED THAT ABOUT 1900 FEET DOWN THE RUNWAY, THE AIRPLANE LIFTED OFF AND BEGAN TO CLIMB, THEN AT APPROXIMATELY 50 FEET ABOVE THE GROUND, THE AIRPLANE SEEMED TO EXPERIENCE A SLIGHT POWER LOSS. THE PILOT SAID HE LEVELED OFF, AND THE AIRPLANE STARTED TO LOSE ALTITUDE. DECIDING THAT HE WOULD BE UNABLE TO LAND ON THE REMAINING RUNWAY OR CLEAR A LINE OF TREES, THE PILOT LANDED IN AN ADJACENT FIELD. POSTACCIDENT EXAMINATION REVEALED NO MECHANICAL ABNORMALITIES. REVIEW OF THE PILOT'S LOGBOOK INDICATED THAT HIS LAST FLIGHT (BEFORE THE DAY OF THE ACCIDENT) WAS IN 1992. THE PILOT DID NOT HOLD A CURRENT MEDICAL CERTIFICATE.
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; instrument: airplane
- Flight time: 166 hours in all; 10 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 143 as pilot in command
- Medical certificate: Class 2 (expired)
- Seat: left
The aircraft
- Airframe total time: 5,883 hours
- Last inspection: annual inspection, July 20, 1995; 38 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: 9K8 at 9:59 pm
- Flight plan: none
- Runway 18, 3,891 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 14 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 88°F (31°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 9:56 pm from ICT, 33 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.