Amateur-built AA-5A accident near Scott, Arkansas, October 29, 1998
On October 29, 1998 at about 2:00 pm local time, a amateur-built AA-5A, registered N9956U, was substantially damaged in an accident near Scott, Arkansas. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The disengagement of the crankshaft gear due to the maintenance personnel not installing the gear lockplate at the last engine overhaul, resulting in the loosening of the gear retaining bolt, and the subsequent fracture of the gear alignment dowel. A factor was the pilot's inadvertent stalling of the aircraft during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 29, 1998 · about 2:00 pm local time
- Place
- Scott, Arkansas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AA-5A
- Registration
- N9956U · no longer on the register · serial AA5A-0356
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a total loss of engine power during the en route descent to the destination airport, the aircraft landed short of the runway. During the landing flare, the airplane stalled, bounced, landed on the main landing gear and nosed over. The aircraft had flown 852 hours since the last engine overhaul and 13 hours since the last annual inspection. Examination of the engine revealed a lack of gear train continuity. Disassembly of the engine accessory case revealed that the crankshaft gear lockplate was not installed and the crankshaft gear retaining bolt had backed out of the crankshaft approximately 1 3/4 turns. The crankshaft gear alignment dowel was fractured. Review of maintenance records indicated the engine was last overhauled in January 1987 and return to service by a FAA certified mechanic.
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: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 764 hours in all; 314 in this make and model; 16 in the last 90 days; 7 in the last 30 days; 659 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,463 hours
- Last inspection: annual inspection, August 20, 1998; 13 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2G (piston); 0 hours total
The flight
- Departed from: GLH Greenville MS at 2:00 pm
- Destination: LIT Little Rock AR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 9 knots
- Visibility: 7 statute miles
- Sky: scat at 12,000 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 3:53 pm from LIT, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.