# NTSB IAD00FA082: Grumman AA-5B, N28817, Carrollton, OH, September 10, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: September 10, 2000, 16:22 local (20:22 UTC) - Place: Carrollton, OH - Coordinates: 40.569156, -81.090049 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.5692&lon=-81.0900&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 1 serious - Status: Completed, report November 28, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 50226 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=IAD00FA082 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/50226/pdf - Page: https://openairdocs.org/ntsb/IAD00FA082 ## Probable cause Pilot's improper decision to delay the aborted landing, which resulted in an insufficient airspeed during climb and subsequent collision with terrain. A factor was the wet runway and tailwind. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, landing - aborted - object - tree(s) - aborted landing - delayed, pilot in command (cause) - weather condition - tailwind (contributing factor) - airport facilities,runway/landing area condition - wet (contributing factor) ## Analysis The pilot attempted his first landing to the wet 4,300-foot long asphalt runway, but touched down beyond the halfway point and aborted the landing. On his second attempt to land on Runway 7, the pilot approached at 80 knots, and landed about 300 feet beyond the landing threshold. The pilot then raised the flaps and applied the brakes, but the brakes locked and the aircraft skidded. About 2/3 down the runway, the pilot aborted the landing. He applied full power, added 10 degrees of flaps, and started a climb. The pilot heard the stall horn and realized that he could not out climb the tree covered hills located off the end the runway, and elected to 'crash straight ahead.' The pilot reported that the cause of the accident was, 'I came in a little too hot.' The pilot also acknowledged that he did not get a good look at the windsock, but thought he landed with a tailwind. The surface winds were from 250 degrees at 6 knots, and at 2,600 feet msl they were from 250 degrees at 31 knots. The pilot reported no mechanical deficiencies. ## Factual narrative HISTORY OF FLIGHT On September 10, 2000, at 1622 Eastern Daylight Time, a Grumman AA-5B, N28817, was substantially damaged after it collided with trees during an aborted landing at the Carroll County-Tolsen Airport (TSO), Carrollton, Ohio. The certificated private pilot sustained serious injuries, and the passenger was fatally injured. The flight departed Put-in-Bay (3W2) Airport, Put-in-Bay, Ohio, about 1530, destined for TSO. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was activated for the personal flight conducted under 14 CFR part 91. A Safety Board investigator interviewed the pilot over the telephone. According to the investigator's record of conversation: "According to the pilot, he departed 3W2 for TSO about 1440 EDT, and climbed to an enroute altitude of 3,000 feet msl. The pilot descended for his destination, and executed the GPS "A" approach. While on final, the airplane entered visual meteorological conditions (VMC) about 400 feet above approach minimums. With the airplane north of the airport and visibility 2 to 3 miles in haze, the pilot preformed a left circle to land on runway 7. The airplane touched down about 1/2 way down the wet 4,300-foot runway, with a ground speed 20 to 30 knots faster than normal. The pilot aborted the landing. He advanced the throttle, and the engine responded "normally." The pilot then entered right traffic to attempt another landing on runway 7. He chose not to land on runway 25 because of a thunderstorm about 5 miles northeast of the airport. "The downwind leg for the second attempt was flown 500 to 600 feet agl. When the pilot turned base he slowed the airplane to 80 knots of indicated airspeed, which he maintained until touchdown. The airplane touched down 300 feet past the landing threshold, again faster than "normal." The pilot raised the flaps, and applied the brakes. The tires locked and the airplane started to skid. The pilot added that this surprised him, because he has never locked the brakes on the accident airplane in the past. The pilot reduced brake pressure, and the tires began to roll again. About 2/3 down the runway, the pilot realized he could not stop the airplane within the remaining runway. He advanced the throttle, and the engine responded "normally." He lowered the flaps to 10-degrees, and the airplane started to climb. At the end of the runway, he could see two hills. The taller of the two was on the extended centerline. The other was slightly to the right. Knowing the airplane would not clear the taller hill, the pilot turned right to fly over the smaller one. When the pilot realized the airplane would not even clear this hill, he elected to crash straight ahead, fearing a turn would stall the airplane. "When asked what the winds were at the time of the accident, the pilot responded, 'I never got a good look at the windsock, but I think I was landing with a tailwind.' An Ohio State Trooper interviewed the pilot at the hospital on the evening of the accident. According to the Trooper's record of conversation, the pilot said: "I was clear[ed] to shoot the approach from Akron-Canton. By the time I spotted the airport, I did a circling approach for 07. Unfortunately, I had too much speed, and by the time I was 2/3 of the way down the runway, I realized I was not going to stop it, and I had too much speed. I applied my brakes to stop, but could not, so I decided to do a go-around at the 2/3 point. I gave it power, and I saw that the hill at the end is larger than the one of the right so I went to the right. I heard the stall horn as I was climbing and I realized that the rate I was climbing at was not going to clear the hill in front of me. At that point, we hit the trees and a crash occurred." The pilot also stated that the weather was moderate rain, his speed on approach was around 80-90 knots, both fuel tanks were more than half full, and both occupants had used their seatbelts. When the State Trooper asked the pilot what the main cause of the accident was, the pilot responded, "I came in a little too hot (fast)." A witness was at the airport when she observed the airplane. In a written statement, she said: "Pilot radioed in saying he was coming in on 07, was asked to repeat. Did not see plane on first attempt to land. (I) went to (the) back room to see out of (the) windows. There was no sign of him. I then (saw) him coming in again for Runway 07. I told (name) he wasn't going to make it. (The airplane) continued to slide to end of runway. At end of runway, he looked as if he took a nose dive." A second witness was also at the airport when she first observed the airplane. In a written statement, she said: "The pilot radioed in and we couldn't understand him, so I got on it and asked him to repeat himself. He said, 'coming in 07 runway.' I said, 'okay, I'm coming in now!!' We saw him try to come in the first time and we looked again and he was gone. He turned around to try and come in again, he was coming down very fast and near the middle of the runway, was going sideways, and not even slowing down. And we looked and he disappeared off the side of the runway near the end. He was gone. So, I called the police department and told them we had a plane down." The accident occurred during the hours of daylight approximately 40 degrees, 34 minutes north latitude, and 81 degrees, 5 minutes west longitude. PERSONNEL INFORMATION The pilot held a private pilot certificate for airplane single engine land, and instrument airplane. The pilot reported 2,100 total flight hours, of which 1,400 hours were in make and model. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on December 7, 1998. AIRCRAFT INFORMATION The airplane underwent an annual inspection on January 28, 2000, and had accrued 43.5 hours since that inspection. METEOROLOGICAL INFORMATION The pilot contacted the Cleveland Automated Flight Service Station (AFSS) 6 times between 0914 and 1339, and received weather briefings and Notices to Airmen (NOTAM) information. The pilot was informed during these briefings that VFR and IFR flight was not recommended on account of thunderstorm activity and extensive IFR conditions. During the last weather briefing at 1339, the pilot filed an IFR flight plan from 3W2 to TSO. TSO did not have a weather reporting facility. The closest weather reporting facility was at Harry Cleaver Field (PHD), New Philadelphia, Ohio, about 17 miles west of TSO. The automated weather observation at 1553 was reported as calm winds, visibility 3 miles in light rain and mist, ceiling broken at 1,100 feet, second broken layer at 5,500 feet, temperature and dewpoint were 22 degrees C, and the altimeter setting was 30.08 inHG. Remarks: lightning distant northeast through southeast, thunderstorm ended at 1526, sea level pressure 1018.1 mb, precipitation since last hour 0.009 inches, and 6-hour rainfall 0.71 inches. Weather at Akron-Canton Regional Airport (CAK), Akron, Ohio, about 31 miles from TSO, at 1626, was reported as wind from 200 degrees at 5 knots, visibility 2.5 miles, light rain, mist, few clouds at 4,100 feet, ceiling broken at 5,000 feet, overcast at 7,000 feet, temperature and dewpoint were 22 degrees C, and the altimeter setting was 30.06 inHG. Review of upper air and winds aloft data indicated the wind was from 250 degrees at 6 knots at the surface and increased to 31 knots at 2,700 feet, and 30 knots at 3,600 feet. AIRPORT INFORMATION The Carroll County-Tolson Airport, Carrollton, Ohio, had a single asphalt paved runway 07-25, which was 4,300 feet long and 75 feet wide, with non-precision markings. The runway was not grooved. The airport had a 2-light precision approach path indicator (PAPI) on each approach end of the runway. COMMUNICATIONS A review of air traffic ## Aircraft - Registration: [N28817](https://openairdocs.org/deregistered/N28817-2012-09-24), registration cancelled 2012-09-24, S/N AA5B0837, built 1978 (OpenAirDocs) - Reported make and model: Grumman AA-5B - Registry model: [Grumman American Avn. AA-5B](https://openairdocs.org/model/grumman-american-avn-aa-5b) (registry code 3960105) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: AA5B-0837 - Airframe hours: 3616 - Engines: Lycoming O-360-A4K 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Barney J. Schwenzer - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 28, 2000, 43 hours before - Departed: 3W2, PUT-IN-BAY, OH - Destination: TSO, OH - Flight plan: IFR - Airport: TSO, Carrollton/Carroll County, runway 25, 4,300 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 2,100 total, 1,200 in this make and model, 30 in the last 90 days, 10 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 240° at 6 knots - Visibility: 2 statute miles - Lowest ceiling: 1,400 ft broken - Temperature: 162 °F, dew point 162 °F - Altimeter: 30.00 inHg - Observed at: CAK, 27 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 20000910015639A](https://openairdocs.org/incident/20000910015639A), Sep 10, 2000: Amrgen AA5B, Carrollton, OH, No damage, 1 fatal. (-23) The pilot stated his approach to rw 07 was too fast and he landed long, attempted to stop the a/c on the rw but was unable. He applied full power and… 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.