Grumman American AA-5B N81072

Summary

On 16 February 2002 at about 22:10 local time, a Grumman American AA-5B registered N81072 was involved in an accident near Harwinton, Connecticut, United States. 2 people were on board and 2 had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

16 February 2002 at 22:10

Classification

Accident

Location

Harwinton, Connecticut, United States

Nearest airport

Mountain Meadow (22B)

Coordinates

Not recorded

Aircraft

Grumman American AA-5B

Registration

N81072

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Harwinton → Bridgeport

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

IAD02LA032

2 people had minor injuries.

pilot's failure to obtain adequate airspeed during take-off, which resulted in an aerodynamic stall.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

Prior to take-off, the pilot performed an engine run-up, and used a checklist to prepare the airplane for a normal take-off. The pilot said that the elevator trim was set to the take-off position, flight control continuity was performed, the flaps were retracted, and the engine run-up was normal. He then lined the airplane up on the runway, applied full power, and rotated at 65 knots. As the airplane began to climb, the pilot said that he tried to maintain 65 knots. When the airplane reached an altitude of approximately 40-50 feet above the ground, the left wing dropped and the stall horn came on. The stall horn remained on as the airplane turned to the left and collided with trees. Examination of the Gulfstream American AA-5B Tiger Pilot Operating Handbook (POH) revealed that for a normal take-off a pilot should, "accelerate to 50 KIAS before applying a light back pressure on the control wheel to lift off the nose wheel...When airborne, accelerate to the desired climb speed." According to the POH, the best angle of climb speed was 70 knots and normal climb out speed was 90 knots. Examination of the airplane revealed that there were no mechanical deficiencies.

Quoted verbatim from the NTSB record.