Mooney M20J and Barr EAGLE II accident near Lincoln, Nebraska, May 26, 1998
On May 26, 1998 at about 11:06 pm local time, 2 aircraft, Mooney M20J (N11498) and Barr EAGLE II (N60HB), were involved in the same accident near Lincoln, Nebraska (Lincoln Municipal Airport). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot of N60BH failed to maintain clearance with N11498. Factors associated with the accident were the diminished visual lookout due to the runway and the tail wheel configuration of N60HB, along with the controllers failure to point out traffic.
the pilot of N60BH failed to maintain clearance with N11498. Factors associated with the accident were the diminished visual lookout due to the runway and the tail wheel configuration of N60HB, along with the controllers failure to point out traffic.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 26, 1998 · about 11:06 pm local time
- Place
- Lincoln, Nebraska · Lincoln Municipal Airport · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Mooney M20J · all M20Js on the register
- Registration
- N11498 · no longer on the register · serial 24-112
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Barr EAGLE II
- Registration
- N60HB · registry record · serial CP-75
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Mooney M20J final · quoted from the NTSB record
N60HB landed on runway 14 and was instructed to hold short of runway 17L on taxiway Kilo. N11498 was cleared to land on runway 17L and was instructed to turn left on Kilo and to contact ground control. The pilot reported he cleared the runway and stopped while attempting to contact ground control. N60HB was then instructed to cross runway 17L and to monitor ground control. N60HB proceeded across the runway and prior to crossing the hold short line on the east side of the runway, the propeller from N60HB contacted the elevator of N11498. The pilot of N60HB stated that upon crossing 17L she began an 'S' turn at which time she saw N11498, but was unable to avoid contacting the airplane. She said there is a crest in the middle of 17L and she never heard mention of the Mooney on either the tower or ground control frequencies.
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 NTSB's narrative for the Barr EAGLE II final · quoted from the NTSB record
N60HB landed on runway 14 and was instructed to hold short of runway 17L on taxiway Kilo. N11498 was cleared to land on runway 17L and was instructed to turn left on Kilo and to contact ground control. The pilot reported he cleared the runway and stopped while attempting to contact ground control. N60HB was then instructed to cross runway 17L and to monitor ground control. N60HB proceeded across the runway and prior to crossing the hold short line on the east side of the runway, the propeller from N60HB contacted the elevator of N11498. The pilot of N60HB stated that upon crossing 17L she began an 'S' turn at which time she saw N11498, but was unable to avoid contacting the airplane. She said there is a crest in the middle of 17L and she never heard mention of the Mooney on either the tower or ground control frequencies.
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 for the Mooney M20J from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 400 hours in all; 250 in this make and model; 6 in the last 90 days; 5 in the last 30 days; 346 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,804 hours
- Last inspection: annual inspection, October 3, 1997; 38 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: AXN Alexandria MN at 9:00 pm
- Destination: LNK
- Flight plan: IFR
- Runway 17L, 5,400 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 10:54 pm from LNK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Barr EAGLE II from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 495 hours in all; 200 in this make and model; 51 in the last 90 days; 21 in the last 30 days; 347 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 323 hours
- Last inspection: annual inspection, January 22, 1998; 30 hours since
- Landing gear: fixed
- Engine: Lycoming IO-360-A1D (piston); 0 hours total
The flight
- Departed from: Seward NE at 10:50 pm
- Destination: LNK
- Flight plan: none
- Runway 14, 8,621 ft by 150 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.