# NTSB ERA15LA276: Grumman American Avn. AA1B, N8969L, Lititz, PA, July 19, 2015 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 18, 2015, 21:25 local (Jul 19, 2015, 01:25 UTC) - Place: Lititz, PA - Coordinates: 40.105834, -76.27639 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.1058&lon=-76.2764&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern base: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report August 28, 2017 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 91604 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA15LA276 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/91604/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=91604 - Page: https://openairdocs.org/ntsb/ERA15LA276 ## Probable cause A partial loss of engine power for reasons that could not be determined because postaccident examination of the engine found no mechanical malfunctions or failures that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Grumman American Avn. AA-1B, 3 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=3960103), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern base: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Grumman American Avn. AA-1B, 4 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=3960103), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Grumman American Avn. AA-1B, 6 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=3960103), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Grumman American Avn. AA-1B, 5 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=3960103), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The flight instructor reported that he and a student pilot were performing touch-and-go landings in the airport traffic pattern at night; the instructor was flying the airplane. While on the downwind leg for the third and final landing, he reduced the engine power and the engine subsequently experienced a partial loss of power. The instructor switched the fuel tank selector and attempted to restore power, but was unsuccessful. He then performed a forced landing to a cornfield, during which the airplane nosed over. The instructor's statement did not address whether he used carburetor heat during the accident flight, and the carburetor heat control was found in the full-forward (off) position. An examination of the wreckage revealed no evidence of preimpact mechanical anomalies with the airframe or engine. The spark plugs were light gray in color and exhibited normal wear. The fuel quantity onboard the airplane at the time of the accident could not be determined. Although the weather conditions at the time of the accident were conducive to the accumulation of carburetor icing at glide power, the reason for the loss of engine power could not be determined. ## Factual narrative On July 18, 2015, at 2125 eastern daylight time, a Grumman American AA-1B, N8969L, was substantially damaged during a forced landing after a partial loss of engine power in Lititz, Pennsylvania. The flight instructor and a passenger, who was a student pilot were not injured. Night visual meteorological conditions prevailed and no flight plan was filed. The local personal flight was operating in the traffic pattern at Lancaster Airport (LNS), Lancaster, Pennsylvania, and was conducted under the provisions of 14 Code of Federal Regulations Part 91.According to the flight instructor, the airplane had not been flown in a while, and the purpose of the flight was to "take it around the airport pattern for a few landings." He and the student pilot had just completed a flying lesson in another airplane, and he invited the student to fly with him on the accident flight. Prior to the flight, the airplane's battery required a jump-start to start the engine, after which the flight instructor ran the engine for 20 minutes to charge the battery. He shut down the engine, restarted it successfully, and then repositioned the airplane to add 13 gallons of non-ethanol automotive fuel, and estimated the total fuel quantity on board was 16 gallons. Prior to takeoff, he performed a preflight inspection and engine run-up with no issues noted. The flight departed runway 31, remained in the traffic pattern, and performed two touch-and-go landings. On the third and final circuit in the traffic pattern, while on the downwind leg, the pilot reduced the engine power and selected 15° of flaps to initiate a descent to the runway. When the airplane was on the base leg of the traffic pattern, the engine experienced a partial loss of power. The pilot raised the flaps, increased the mixture to rich, and switched the fuel selector in an attempt to restart the engine. He then elected to perform a forced landing and turned toward a cornfield. After landing in the cornfield, during the landing roll, the airplane nosed over and came to rest inverted. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the outboard section of the right wing leading edge, fuselage nose section, and rudder were substantially damaged. Flight control continuity was confirmed from the cockpit controls to the control surfaces. The throttle, mixture, and carburetor heat controls were found in the full forward position, and remained connected to their respective locations on the engine. The inspector was unable to examine the fuel tanks for fuel quantity due to the airplane's inverted orientation. Crop damage leading up to the wreckage was about 90 feet long and oriented east-northeast. A subsequent examination of the engine by an FAA inspector revealed that all four cylinders exhibited thumb compression and both magnetos produced spark on all towers. Crankshaft and valvetrain continuity were established by manual rotation of the propeller. The top spark plugs wereremoved, the electrodes were intact, grey in color, and a small amount of oil was present on the No. 1 electrode. The wings had previously been removed, which precluded inspection of the fuel tanks. According to the airplane maintenance records, it had accrued about 2 hours of operation between November 2012 and March 2014, 1 hour of operation between March 2014 and March 2015, and 0.6 hour between March 2015 and the time of the accident, including the accident flight. The most recent annual inspection was performed on March 20, 2015. At that time, the engine had accrued a total of 3,011 hours, with 1,079 hours since overhaul. The pilot held commercial and flight instructor certificates with ratings for airplane single-engine land and instrument airplane. According to his logbook, he had accrued a total of 320 flight hours, and he reported 2 hours of flight experience in the same make and model as the accident airplane. His most recent first class medical certificate was issued on July 16, 2015. The recorded weather at LNS, at 2153, reported wind from 050° at 5 knots; visibility 10 statute miles; few clouds at 11,000 ft above ground level; temperature 23° C; dew point 22° C; and an altimeter setting of 29.92 inches of mercury. The carburetor icing probability chart from Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, June 30, 2009, indicated a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident. The pilot did not mention if he utilized the application of carburetor heat during the accident sequence. ## Aircraft - Registration: [N8969L](https://openairdocs.org/deregistered/N8969L-2015-12-19), registration cancelled 2015-12-19, S/N AA1B-0419, built 1974 (OpenAirDocs) - Reported make and model: GRUMMAN AMERICAN AVN. CORP. AA1B - Registry model: [Grumman American Avn. AA-1B](https://openairdocs.org/model/grumman-american-avn-aa-1b) (registry code 3960103) (OpenAirDocs) - Registry engine: [Lycoming 0-235 series](https://openairdocs.org/engine/lycoming-0-235-series) (registry code 41505, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: AA1B-0419 - Year built: 1974 - Airframe hours: 3011 - Engines: Lycoming O-235-C2C 108 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 20, 2015, 1 hours before - Departed: LNS, Lititz, PA - Destination: LNS, Lititz, PA - Airport: LNS, Lancaster, runway 31, 4,102 × 100 ft - Equipment: Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 23; injuries: none; commercial, flight instructor; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review August 22, 2014; seat: right; restraint: 3-point; flight hours: 322 total, 2 in this make and model, 1 in the last 24 hours - Student pilot; age 24; injuries: none; seat: left; restraint: 3-point ## Weather - Conditions: Visual (VMC), Night - Wind: 50° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 72 °F - Altimeter: 29.92 inHg - Observed at: LNS, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20150718016229A](https://openairdocs.org/incident/20150718016229A), Jul 18, 2015: Grumman American Avn. Corp. AA-1B, Lititz, PA, Substantial damage. On July 18, 2015, at approximately 2100 eastern daylight time, a Grumman American aircraft, model AA1B, serial number AA1B-0419, N8969L, impacted terrain at a… ## Other investigations on N8969L (3) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB NYC81FGT13](https://openairdocs.org/ntsb/NYC81FGT13), Sep 21, 1981: Amer Avco AA-1B (N8969L), Marietta, PA, substantial damage - [NTSB NYC78DFJ10](https://openairdocs.org/ntsb/NYC78DFJ10), Nov 13, 1977: Grum Amer AA1-B (N8969L), Hornell, NY, substantial damage - [NTSB NYC75FFA36](https://openairdocs.org/ntsb/NYC75FFA36), Apr 26, 1975: Grum Amer AA1-B (N8969L), New Paltz, NY, substantial damage ## Docket (10 files) The files NTSB released with the investigation on June 21, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=91604. 3.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453530&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Passenger's Statement (item 2, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453531&FileExtension=.PDF&FileName=Passenger%27s%20Statement%20-Master.PDF - Police Report (item 3, .PDF, 134 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453532&FileExtension=.PDF&FileName=Police%20Report-Master.PDF - Pilot's Logbook Excerpt (item 4, .PDF, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453533&FileExtension=.PDF&FileName=Pilot%27s%20Logbook%20Excerpt-Master.PDF - Airframe and Engine Logbook Excerpts (item 5, .PDF, 687 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453534&FileExtension=.PDF&FileName=Airframe%20and%20Engine%20Logbook%20Excerpts-Master.PDF - Weather Reports and Records (item 6, .PDF, 134 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453535&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Carburetor Ice Information (item 7, .PDF, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453536&FileExtension=.PDF&FileName=Carburetor%20Ice%20Information%20-Master.PDF - Memorandum for Record – Telephone Conversation, FAA Inspector (item 8, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453537&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20%E2%80%93%20Telephone%20Conversation,%20FAA%20Inspector-Master.PDF - Statement from FAA Inspector T. Gilbert (item 9, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453538&FileExtension=.PDF&FileName=Statement%20from%20FAA%20Inspector%20T.%20Gilbert-Master.PDF - Photos (item 10, .PDF, 366 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40453539&FileExtension=.PDF&FileName=Photos-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.