# Accident 19980517009799A: Amrgen AA1C, Manhattan, KS, May 17, 1998

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: May 17, 1998, 14:30 local time
- Place: Manhattan, KS
- Airport: Manhattan Municipal
- Damage: Substantial damage
- Phase of flight: Level Off Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 39.1414° N, 96.6716° W: Placed by OpenAirDocs at MANHATTAN RGNL (MHK), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=39.1414&lon=-96.6716&mi=10
- Aircraft: N9540U, a cancelled registration (https://openairdocs.org/deregistered/N9540U-2018-04-24) (OpenAirDocs)
- Registry model: Grumman American Avn. AA-1C (registry code 3960100, https://openairdocs.org/model/grumman-american-avn-aa-1c) (OpenAirDocs)
- Registry engine: Lycoming 0-235 series (registry code 41505, https://openairdocs.org/engine/lycoming-0-235-series) (OpenAirDocs)
- Reported make and model: AMRGEN AA1C
- Reported engine: LYC O235L2C
- People aboard: 2
- Fatal injuries: 0
- Pilot flight hours: 2,175 total, 143 in this make and model, 3 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19980517009799A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

AIRCRAFT WOULD NOT CLIMB DUE DENSITY ALTITUDE. TURNED TO AVOID OBSTACLES AND SANK TO GROUND. FLIPPED OVER. (-23) AFTER TAKEOFF FROM MANHATTAN, KANSAS AIRPORT, AIRCRAFT WOULD NOT CLIMB.  THE PILOT TURNED RIGHT TO AVOID OBSTACLES, WHICH RESULTED IN SINKING TOGROUND. IMPACT WAS IN FRESHLY PLOWED, SOFT DIRT AND AIRCRAFT FLIPPED OVER.  THE PILOT AND PASSENGER RECEIVED MINOR INJURIES AND THE AIRCRAFT SUFFERED SUBSTANTIAL DAMAGE.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                      (.4) THE PILOT REPORTED THE AIRPLANE WAS 5 TO 7 POUNDS BELOW THE MAXIMUM GROSS TAKEOFF WEIGHT OF 1,600 POUNDS. THE PILOT REPORTED THAT THE TOWER STATED THE 'WINDS BETWEEN RUNWAYS 13 AND 21, BUT FAVORING RUNWAY 13, WINDS 17 KTS W/GUSTS TO 26 KTS.'  THE PILOT ABORTED THE FIRST TAKEOFF BECAUSE THE AIRPLANE WAS SKIPPING SIDEWAYS.  THE PILOT REPORTED THE SECOND TAKEOFF WAS NORMAL, BUT AT 100 FEET AGL,  '...THERE APPEARED TO BE A LOSS OF POWER WITH A RESULTANT LOSS OF CLIMB TO [A] NEGATIVE RATE.'  HE REPORTED THAT DUE TO OBSTRUCTIONS, THE ONLY OPTION WAS TO MAKE A SLIGHT TURN TO THE RIGHT.  HE REPORTED THAT HE MAINTAINED FULL THROTTLE UNTIL TOUCHDOWN. HE REPORTED THE AIRPLANE LANDED LEVEL, BUT THE NOSE WHEEL DUG INTO THE PLOWED FIELD THAT RESULTED IN THE AIRPLANE NOSING OVER. THE AIRPORT ELEVATION WAS 1,056 FEET AND THE DENSITY ALTITUDE WAS 3,140 FEET.  THE SURFACE OBSERVATION AT 1454 WAS:  WINDS 180 DEGREES AT 20 KNOTS GUSTING TO 26 KNOTS WITH PEAK WINDS 170 DEGREES AT 31 KNOTS.  RUNWAY 13 IS 3,800 FEET LONG.  RUNWAY 21 IS 7,000 FEET LONG. THE PILOT REPORTED, '...I SHOULD HAVE TAKEN OFF ON THE LONGER RUNWAY.'

## NTSB investigation

None matched to this report by aircraft and date. Search the NTSB's own records: https://data.ntsb.gov/carol-main-public/basic-search

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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