Amateur-built AA-1C accident near Manhattan, Kansas, May 17, 1998
On May 17, 1998 at about 7:30 pm local time, a amateur-built AA-1C, registered N954OU, was substantially damaged in an accident near Manhattan, Kansas (Manhattan Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot did not attain proper flying speed. Factors included the high density altitude and crosswind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 17, 1998 · about 7:30 pm local time
- Place
- Manhattan, Kansas · Manhattan Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AA-1C
- Registration
- N954OU · no longer on the register · serial 0037
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported the airplane was 5 to 7 pounds below the maximum gross takeoff weight of 1,600 pounds. The pilot reported that the tower stated the 'winds between runways 13 and 21, but favoring runway 13, winds 17 kts w/gusts to 26 kts.' The pilot aborted the first takeoff because the airplane was skipping sideways. The pilot reported the second takeoff was normal, but at 100 feet agl, '...there appeared to be a loss of power with a resultant loss of climb to [a] negative rate.' He reported that due to obstructions, the only option was to make a slight turn to the right. He reported that he maintained full throttle until touchdown. He reported the airplane landed level, but the nose wheel dug into the plowed field that resulted in the airplane nosing over. The airport elevation was 1,056 feet and the Density Altitude was 3,140 feet. The Surface Observation at 1454 was: Winds 180 degrees at 20 knots gusting to 26 knots with peak winds 170 degrees at 31 knots. Runway 13 is 3,800 feet long. Runway 21 is 7,000 feet long. The pilot reported, '...I should have taken off on the longer runway.'
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,175 hours in all; 143 in this make and model; 3 in the last 90 days; 2 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,712 hours
- Last inspection: annual inspection, February 4, 1998; 4 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: MKH at 7:30 pm
- Destination: EOS Neosho MO
- Flight plan: none
- Runway 13, 3,800 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 20 knots, gusting 26
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 7:54 pm from MHK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.