BARRETT, TX, USA
N4516P
Gulfstream American AA-5B
Witnesses located near the northwest end of a private airstrip reported that they observed the airplane approach from the west, and it appeared as if it was going to land. As the airplane flew by the witnesses, at about 30-60 feet agl, the engine "sounded like it was cutting out." After the airplane passed the witnesses, it pulled up, and "suddenly the engine cut out." The airplane turned left and then nosed down into trees. The airplane was consumed by fire. No structural or mechanical anomalies were observed during the post accident examination of the airplane. The reason for the engine's loss of power could not be determined. The temperature was 86 degrees Fahrenheit, and the dew point was 73 degrees Fahrenheit. According to the carburetor icing probability chart, this places the airplane in the serious icing range at glide power.
HISTORY OF FLIGHT On August 19, 2000, approximately 1000 central daylight time, a Gulfstream American AA-5B airplane, N4516P, was destroyed when it impacted trees and terrain while maneuvering near Barrett, Texas. The airplane was registered to and operated by the Tiger Flying Club of Gregg County, Inc., of Longview, Texas. The private pilot and three passengers were fatally injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from Longview, Texas, at 0821, and was destined for Galveston, Texas. Witnesses, located at football fields near the northwest end of the Texas Sport Ranch and the Rogers private airstrip, reported that they observed the airplane approach from the west, and it appeared that it was going to land. As the airplane flew by the witnesses, at about 30-60 feet agl, the engine "sounded like it was cutting out." After the airplane passed by the witnesses, it pulled up and "suddenly the engine cut out." The airplane turned left and then nosed down into trees. The Texas Sport Ranch and Rogers private airstrip are located 36 nautical miles north-northwest of the Galveston International Airport. PERSONNEL INFORMATION According to FAA records, the pilot was issued a private pilot certificate on May 15, 1999, with an airplane single-engine land rating. The pilot was issued a third class medical certificate on May 18, 2000. The medical certificate stipulated limitations to use hearing amplification and wear corrective lenses while operating an aircraft. According to the last FAA medical application, dated May 18, 2000, the pilot reported having accumulated a total of 120 flight hours, of which 30 hours were in the previous six months. The pilot's flight logbook was not located. According to a representative of the Tiger Flying Club, within a week of the accident, the pilot had accumulated a total flight time of 127 hours, of which 56 hours were in the accident airplane. AIRCRAFT INFORMATION The 1978-model Gulfstream American AA-5B, was a low wing, single-engine, four-place airplane, which had fixed tricycle landing gear. It was powered by a Lycoming O-360-A4K engine rated at 180-horsepower, and a McCauley, two-bladed, fixed pitch propeller. The maintenance records were in the airplane at the time of the accident and were destroyed by fire; however, a few burnt pages, which were legible, were recovered. The aircraft underwent its last annual inspection on December 9, 1999, at a total aircraft time of 3,946.0 hours. The last recorded maintenance activity on the engine was an oil change on July 10, 2000, at a total aircraft time of 4,054.4 hours and engine time since major overhaul of 1,872.4 hours. At the time of the accident, the airplane had accumulated a total time of 4,072 hours. The representative of the Tiger Flying Club reported to the NTSB investigator-in-charge (IIC) that the aircraft had been flown on three cross-country trips prior to accident flight and no aircraft problems were reported. The representative estimated that the airplane departed on the day of the accident with approximately 38 gallons of fuel. METEOROLOGICAL INFORMATION: At 0953, the William P. Hobby Airport (HOU), located 22 nautical miles southwest of the accident site, reported the temperature as 86 degrees Fahrenheit, and the dew point as 73 degrees Fahrenheit. According to the carburetor icing probability chart, this places the airplane in the serious icing range at glide power. WRECKAGE AND IMPACT INFORMATION The accident site was located using a global positioning satellite (GPS) receiver at 29 degrees 52.596 minutes north latitude and 94 degrees 58.692 minutes west longitude. Examination of the accident site revealed that the airplane impacted trees and continued through the trees on a magnetic heading of 090 degrees for 90 feet before impacting the ground. The airplane came to rest upright and partially on its right side, on a magnetic heading of 081 degrees. The airplane was consumed by fire. Both wings were separated from the fuselage, and the right wing was found laying near the left side of the fuselage. The entire left wing spar was found next to the right side of the main wreckage leaning up against a downed tree. Flight control continuity was confirmed from the cockpit to the left and right wing roots, the rudder, and the elevator. The fuel selector was found selecting the right fuel tank. The engine remained attached to the mounts, but separated from the firewall. Fire damage was noted in all areas of the engine. The carburetor was separated from its mounting flange, but remained attached to the air-box remnants. The throttle plate was found in the full open position, and the mixture arm was in the full rich position. The fire damaged carburetor was opened, and the float was found to have incurred thermal damage. Both magnetos were attached to their respective mounts and had incurred fire damage. The magnetos did not spark when rotated by hand. The vacuum pump also sustained fire damage. The engine driven fuel pump body was burned away from its mounting flange. The crankshaft rotated freely and completely. Continuity was confirmed to all rocker arms and the accessory gearbox. Thumb compression was confirmed on all 4 cylinders. The propeller remained attached to the crankshaft. Both propeller blades exhibited minimal fire damage. One propeller blade exhibited minimal impact damage. The other blade exhibited some twisting with its tip bent forward. The spinner remained attached to the propeller, and it had a single crease near its apex. MEDICAL AND PATHOLOGICAL INFORMATION On August 21, 2000, the Office of the Medical Examiner of Harris County in Houston, Texas, performed an autopsy of the pilot. There was no evidence found of any preexisting disease that could have contributed to the accident. Toxicological testing was performed by the FAA Civil Aeromedical Institute's (CAMI) Forensic Toxicology and Accident Research Center at Oklahoma City, Oklahoma. The toxicological tests were negative for alcohol, cyanide, and drugs. Carbon monoxide detected in blood was 18 percent saturation. ADDITIONAL DATA The airplane was released to the owner's representative on August 25, 2000.
the pilot's failure to maintain aircraft control while maneuvering, which resulted in an inadvertent stall. A contributing factor was the loss of engine power for undetermined reasons.
Source: NTSB Aviation Accident Database
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