Piper PA-28-140 accident near Tulsa, Oklahoma, July 3, 1998
On July 3, 1998 at about 1:20 am local time, a Piper PA-28-140, registered N1656J, was substantially damaged in an accident near Tulsa, Oklahoma (Tulsa Downtown Airpark airport). It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The airplane's impeded climb performance for undetermined reasons. A factor was the rising terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 1998 · about 1:20 am local time
- Place
- Tulsa, Oklahoma · Tulsa Downtown Airpark · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N1656J · no longer on the register · serial 28-24052
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight was scheduled to review flight maneuvers prior to the student's practical flight test for the private pilot certificate. The airplane was configured with 25 degrees of flaps for a simulated short field takeoff. The flight instructor added that 'the engine sounded smooth during the entire flight' and the airplane appeared to accelerate normally as it became airborne by the 2,000 foot runway marker. After breaking ground, the 66 hour student pilot established the airplane at the best angle of climb speed; however, the airplane's climb performance was degraded to the point that the airplane was only climbing at a rate of 100 feet per minute. The flight instructor assumed the controls and initially managed to maneuver the airplane around rising terrain and obstructions at the departure end of the runway. The engine was examined under the supervision of the FAA inspector. The engine was started and operated through the normal flight parameters. No pre-existing engine deficiencies were noted and the investigation did not reveal any evidence that the engine was not capable of operating and producing power prior to 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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,000 hours in all; 300 in this make and model; 65 in the last 90 days; 15 in the last 30 days; 1,000 as pilot in command; 500 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,450 hours
- Last inspection: annual inspection, November 3, 1997
- Maximum gross weight: 2,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: 5F2 at 1:20 am
- Flight plan: none
- Runway 20, 2,965 ft by 40 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 am from TUL, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.
Other NTSB records under N1656J the same tail number, which may have belonged to a different aircraft at the time
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.