Piper PA-32RT-300T accident near Manhattan, Kansas, March 1, 2006
On March 1, 2006 at about 5:40 pm local time, a Piper PA-32RT-300T, registered N7824T, was substantially damaged in an accident near Manhattan, Kansas (Manhattan Regional airport). It was a business 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
A loss of engine power due to the intermittent grounding of the left magneto "P" lead, causing the fuel controller to search and the engine to surge then lose power, and the pilot's failure to attain proper runway alignment. Contributing factors were the runway sign and taxiway lights.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 1, 2006 · about 5:40 pm local time
- Place
- Manhattan, Kansas · Manhattan Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T · all PA-32RT-300Ts on the register
- Registration
- N7824T · registry record · serial 32R-7887032
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said "the engine began to surge in power slightly as the airplane was rotated for liftoff from runway 03. During climbout, he notified the tower of a "possible engine problem," and the engine continued surging. As the pilot executed a slow left turn towards runway 13, the engine started losing power. He managed to land on runway 13 near the intersection with runway 03-21. The airplane was not aligned with the runway centerline, and went off the side of the runway. The left wing struck an elevated runway marker and taxiway lights. Both wing spars were damaged and the left wing was twisted down. An FAA airworthiness inspector examined the airplane and engine and reported finding an exposed left magneto "P" lead touching the connector shell. This could "cause an intermittent grounding of the left magneto," and result in the "fuel control[er] hunting to compensate [and] producing an engine power surge."
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,810 hours in all; 950 in this make and model; 13 in the last 90 days; 10 in the last 30 days; 1,670 as pilot in command
- Last flight review: August 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,800 hours
- Last inspection: annual inspection, January 1, 2006; 11 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: MHK Manhattan KS at 5:40 pm
- Destination: OJC Olathe KS
- Flight plan: VFR
- Runway 13, 3,801 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 45°F (7°C)
- Altimeter: 29.62 inHg
- Observation at 5:52 pm from MHK
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.