Amateur-built AA-5A accident near Sumter, South Carolina, May 18, 1998
On May 18, 1998 at about 6:20 pm local time, a amateur-built AA-5A, registered N9884U, was substantially damaged in an accident near Sumter, South Carolina. It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial failure of the oil cooler bypass valve which resulted in the over-temperature and loss of oil pressure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 1998 · about 6:20 pm local time
- Place
- Sumter, South Carolina · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AA-5A
- Registration
- N9884U · no longer on the register · serial AA5A0284
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight had been airborne about 30 minutes performing airwork, then while flying at 2,000 feet returning to the airport, the CFI noted that the oil pressure was below the lower end of the green arc. He questioned the owner if that was normal; it was not. The engine then began to run rough and began to lose power. Attempts to correct this were unsuccessful. The CFI attempted to perform a forced landing in a field but while on final approach with the throttle still applied, engine power was momentarily restored. He then overflew the intended field and attempted a landing in a freshly plowed field perpendicular to the plowed rows. After touchdown the nose landing gear collapsed and the engine partially separated from the airframe. Disassembly of the engine revealed no evidence of preimpact failure or malfunction. The oil cooler bypass valve was tested which revealed that it did not meet the minimum extension at the midpoint of the test range. The engine had accumulated about 2,091 hours since manufacture with no record of the bypass valve being replaced.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 15,000 hours in all; 30 in this make and model; 15,000 as pilot in command; 5,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,091 hours
- Last inspection: annual inspection, April 15, 1998
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2G (piston); 0 hours total
The flight
- Departed from: SMS at 5:50 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 060° at 10 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 5:55 pm from SSC, 12 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.
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.