# NTSB GAA16CA149: American AA 1, N5703L, Brigham City, UT, March 12, 2016 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: March 12, 2016, 14:30 local (21:30 UTC) - Place: Brigham City, UT - Coordinates: 41.555, -112.062225 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.5550&lon=-112.0622&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report June 15, 2016 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA Salt Lake City FSDO - NTSB case key (mKey): 92844 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA16CA149 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92844/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92844 - Page: https://openairdocs.org/ntsb/GAA16CA149 ## Probable cause Loss of directional control during landing, due to nose landing gear damage sustained in the prior takeoff, resulting in a runway excursion and nose over. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [American AA-1, 5 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=0630610), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [American AA-1, 2 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=0630610), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Landing gear system: nose/tail landing gear](https://openairdocs.org/ntsb-findings/01023220): Aircraft › Aircraft systems · Damaged/degraded; cases with it: [American AA-1, 1 case](https://openairdocs.org/ntsb-findings/01023220/cases.md?model=0630610), [All aircraft, 185 cases](https://openairdocs.org/ntsb-findings/01023220/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [American AA-1, 1 case](https://openairdocs.org/ntsb-events/400/sequence.md?model=0630610), [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md) - [Takeoff: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) (defining event); cases with it: [American AA-1, 3 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=0630610), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) - [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230); cases with it: [American AA-1, 4 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=0630610), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [American AA-1, 2 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=0630610), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [American AA-1, 1 case](https://openairdocs.org/ntsb-events/096/sequence.md?model=0630610), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) - [Landing-landing roll: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490); cases with it: [American AA-1, 3 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=0630610), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) ## Analysis The pilot reported that during the takeoff roll about 60 knots with a "slight" crosswind, he "felt an abrupt" turn to the right, heard a "huge steady scrape" sound, and noted a vibration. Airborne at 65 knots, he reported a strong gust of wind from the left which felt like a quartering tail wind. He reported that he did not believe he had touched back down on the runway after becoming airborne. The pilot then flew the airplane over the airport where a local pilot on the ground reported to him that the nose landing gear was bent. During the subsequent landing, he reported that he made a soft field type of landing with the main landing gear touching down first. He held the nose landing gear off the ground as long as possible but when the nose landing gear touched down, he had no directional control and he heard a scraping noise. The airplane departed the runway to the right into a ditch and nosed over. The airplane sustained substantial damage to the fuselage, left wing, and vertical stabilizer. The pilot reported that he took off on runway 17 about 1410. The weather observation facility at the accident airport reported that from 1355 to 1415, the wind velocity varied from 13 knots to 15 knots with occasional gusts to 19 knots, and the wind direction varied from 190 to 240 degrees. According to the Federal Aviation Administration (FAA) Type Certificate Data Sheet, the maximum demonstrated crosswind component for the airplane is 15 miles per hour (13.03 knots). The FAA has published the Airplane Flying Handbook FAA-H-8083-3A (2004). This handbook discusses operations in crosswind conditions and states in part: Takeoffs and landings in certain crosswind conditions are inadvisable or even dangerous. If the crosswind is great enough to warrant an extreme drift correction, a hazardous landing condition may result. Therefore, the takeoff and landing capabilities with respect to the reported surface wind conditions and the available landing directions must be considered. It is imperative that pilots determine the maximum crosswind component of each airplane they fly, and avoid operations in wind conditions that exceed the capability of the airplane. ## Factual narrative The pilot reported that during the takeoff roll about 60 knots with a "slight" crosswind, he "felt an abrupt" turn to the right, heard a "huge steady scrape" sound, and noted a vibration. Airborne at 65 knots, he reported a strong gust of wind from the left which felt like a quartering tail wind. He reported that he did not believe he had touched back down on the runway after becoming airborne. The pilot then flew the airplane over the airport where a local pilot on the ground reported to him that the nose landing gear was bent. During the subsequent landing, he reported that he made a soft field type of landing with the main landing gear touching down first. He held the nose landing gear off the ground as long as possible but when the nose landing gear touched down, he had no directional control and he heard a scraping noise. The airplane departed the runway to the right into a ditch and nosed over. The airplane sustained substantial damage to the fuselage, left wing, and vertical stabilizer. The pilot reported that he took off on runway 17 about 1410. The weather observation facility at the accident airport reported that from 1355 to 1415, the wind velocity varied from 13 knots to 15 knots with occasional gusts to 19 knots, and the wind direction varied from 190 to 240 degrees. According to the Federal Aviation Administration (FAA) Type Certificate Data Sheet, the maximum demonstrated crosswind component for the airplane is 15 miles per hour (13.03 knots). The FAA has published the Airplane Flying Handbook FAA-H-8083-3A (2004). This handbook discusses operations in crosswind conditions and states in part: Takeoffs and landings in certain crosswind conditions are inadvisable or even dangerous. If the crosswind is great enough to warrant an extreme drift correction, a hazardous landing condition may result. Therefore, the takeoff and landing capabilities with respect to the reported surface wind conditions and the available landing directions must be considered. It is imperative that pilots determine the maximum crosswind component of each airplane they fly, and avoid operations in wind conditions that exceed the capability of the airplane. ## Aircraft - Registration: [N5703L](https://openairdocs.org/deregistered/N5703L-2019-04-18), registration cancelled 2019-04-18, S/N AA1-0103, built 1969 (OpenAirDocs) - Reported make and model: AMERICAN AA 1 (UNDESIGNAT) - Registry model: [American AA-1](https://openairdocs.org/model/american-aa-1) (registry code 0630610) (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: AA1-0103 - Year built: 1969 - Airframe hours: 3747.12 - Engines: Lycoming O-235 Series 108 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Eggett Glade D. - Registered owner: Eggett Glade D. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, June 17, 2015 - Departed: BMC, Brigham City, UT - Destination: BMC, Brigham City, UT - Airport: BMC, Brigham City, runway 17, 8,900 × 100 ft, asphalt - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review June 22, 2015; seat: left; restraint: 3-point; flight hours: 308 total, 66 in this make and model, 205 as pilot in command, 0.5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 12 knots - Visibility: 10 statute miles - Lowest ceiling: 9,000 ft overcast - Temperature: 59 °F, dew point 36 °F - Altimeter: 29.84 inHg - Observed at: KBMC ## 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 20160312001679A](https://openairdocs.org/incident/20160312001679A), Mar 12, 2016: American AA-1, Brigham City, UT, Substantial damage. Pilot took off from runway 17, there was a crosswind, at rotation the aircraft veered right, the aircraft hit the runway and bent the nose gear the aircraft… ## Other investigations on N5703L (1) 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 LAX70D0079](https://openairdocs.org/ntsb/LAX70D0079), Aug 9, 1969: American AA1 (N5703L), El Monte, CA, substantial damage ## Docket (3 files) The files NTSB released with the investigation on May 25, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92844. 6.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40440379&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Accident Photographs (Courtesy of Police Dept. and Pilot) (item 2, .PDF, 4 photos, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40440380&FileExtension=.PDF&FileName=Accident%20Photographs%20(Courtesy%20of%20Police%20Dept.%20and%20Pilot)-Master.PDF - FAA AA-1 Type Certificate Data Sheet (item 3, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40440381&FileExtension=.PDF&FileName=FAA%20AA-1%20Type%20Certificate%20Data%20Sheet-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.