Piper PA-22 accident near Balko, Oklahoma, May 31, 1998
On May 31, 1998, a Piper PA-22, registered N200HA, was substantially damaged in an accident near Balko, Oklahoma. It was a personal flight under general aviation rules (Part 91). 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning which failed to assure adequate climb performance to clear an obstacle (fence) during takeoff climb.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 1998
- Place
- Balko, Oklahoma · map
- Type
- Accident
- Injuries
- 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22 · all PA-22s on the register
- Registration
- N200HA · no longer on the register · serial 22-517
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the initial takeoff climb from a pasture, the airplane's main landing gear struck and severed the top wire on a barbed wire fence. The wire 'flipped up' and bent the inboard section of the right aileron down. The pilot was then unable to prevent the airplane from turning left and made a decision to land immediately. He 'forced' the airplane down, impacting on the left wing tip and left main gear. The pilot reported that he had examined the takeoff area before the flight and determined a point at which he would abort the takeoff if not airborne. The airplane lifted off at the pre-determined point, but would not climb out of ground effect. According to the pilot, the wind was gusty, and it was possible the airplane lifted off at the peak of a gust. The pilot also stated that it was hot (93 degrees F) and the density altitude (5,700 feet) was a factor which he had considered in his takeoff planning. He indicated that 'a later departure for cooler temp[erature] or leaving a passenger behind' could have prevented the accident.
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: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 11,638 hours in all; 300 in this make and model; 161 in the last 90 days; 54 in the last 30 days; 8,945 as pilot in command; 804 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,131 hours
- Last inspection: annual inspection, September 1, 1997; 32 hours since
- Maximum gross weight: 1,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-A1B (piston); 0 hours total
The flight
- Destination: Sylvia KS
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 20 knots, gusting 30
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 93°F (34°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.