Amateur-built TAYLOR TITCH accident near Lock Haven, Pennsylvania, August 31, 1998
On August 31, 1998 at about 5:30 pm local time, a amateur-built TAYLOR TITCH, registered N1924S, was substantially damaged in an accident near Lock Haven, Pennsylvania (William T Piper Memorial airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the airplane. A factor in the accident was the pilot's decision to use his left hand to actuate the flap handle located on the right side of the cockpit, while on final and over the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 31, 1998 · about 5:30 pm local time
- Place
- Lock Haven, Pennsylvania · William T Piper Memorial · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built TAYLOR TITCH TAYLOR TIT
- Registration
- N1924S · registry record · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was to evaluate the flight characteristics of the airplane. While conducting the evaluation flight, the pilot noticed a high engine oil temperature, so he aborted the flight, spiraled the airplane down, and entered a right base. While on final, and over the runway at an indicated airspeed of 60 knots, the pilot elected to configure the airplane with full flaps. The pilot stated that while 'flying the airplane with his right hand, the pilot reached across the cockpit with his left hand, grabbed the flap handle and initiated full flaps. The next thing I knew, the airplane was right wing low and the sink rate exceeded normal.' The right wing impacted the ground, separated, and the airplane skidded down the runway inverted to a stop.
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: commercial pilot
- Ratings: multi-engine sea; single-engine land; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 5,765 hours in all; 4 in this make and model; 28 in the last 90 days; 6 in the last 30 days; 4,910 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 16 hours
- Last inspection: inspection type not recorded, July 20, 1995; 16 hours since
- Maximum gross weight: 847 lb
- Seats: 1
- Landing gear: retractable
- Engine: Continental A-75 (piston); 0 hours total
The flight
- Departed from: LHV
- Destination: LHV
- Flight plan: none
- Runway 9, 3,800 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 8,000 ft; not recorded
- Temperature: 70°F (21°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 5:54 pm from IPT, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.