# NTSB MIA02LA036: Grumman American AA-1C, N9515U, Pompano Beach, FL, November 29, 2001 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: November 29, 2001, 13:38 local (18:38 UTC) - Place: Pompano Beach, FL - Coordinates: 26.247222, -80.111114 - Nearby events: https://openairdocs.org/map.md?lat=26.2472&lon=-80.1111&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report April 8, 2003 - Report: Approved by Office Director - Parties: Textron Lycoming, FAA FSDO - NTSB case key (mKey): 53839 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA02LA036 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/53839/pdf - Page: https://openairdocs.org/ntsb/MIA02LA036 ## Probable cause The failure of the pilot-in-command to maintain airspeed (Vs), while maneuvering for an emergency landing, resulting in an inadvertent stall and subsequent in-flight collision with terrain. A contributing factor in the accident was the loss of engine power due to undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - reason for occurrence undetermined (contributing factor) - Loss of control - in flight, maneuvering - turn to landing area (emergency) - airspeed(vs) - not maintained, pilot in command (cause) - stall - inadvertent, pilot in command - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis Before takeoff, the main fuel tank of the left wing was topped off and 7 gallons of fuel were added to the main fuel tank of the right wing. The left seat occupant (owner of a Grumman AA5 and a CFI) reported he had never flown the accident make and model airplane before and wanted a pilot familiar with the airplane to fly with him; as such the right seat occupant was pilot-in-command (PIC). The right seat occupant stated that he went along on the flight because the left seat occupant had not flown the airplane in some time, and he assumed the left seat occupant was PIC. Each occupant says the other performed a preflight of the airplane. The left seat occupant reported that both flew the airplane at various times during the flight. The right seat occupant reported he never touched the controls at any time during the flight. The flight departed, proceeded to the practice area where slow flight was performed. The flight then proceeded to the Pompano Beach Airpark Airport where 1 full stop landing was performed. The flight taxied back, departed, and remained in the traffic pattern where 2 touch-and-go (T & G) landings were performed. The left seat occupant stated that at 200 feet during the climbout of the second T & G landing, the engine began to run rough. He looked at the right seat occupant who appeared "frozen", and took the controls. The engine was developing some power and he banked the airplane in an attempt to return to the airport with the recognition that if the engine quit, he would roll the airplane to a wings level and land straight ahead. The next thing he recalls, they had crashed. Two air traffic controllers reported observing the wings rocking during the upwind leg, one reported seeing the airplane in a sharp right turn. Fire rescue from a station immediately adjacent to the airport did not respond; other stations responded. The fire rescue report indicates that the right seat occupant reported the left seat occupant was flying the airplane. Examination of the airplane revealed no evidence of preimpact failure or malfunction of the fuel vent or supply system. The carburetor heat control was found in the midrange position; however, the airbox was impact damaged. The carburetor heat control cable was separated from the control arm; incorrect securing hardware was noted. Examination of the flight controls revealed no evidence of preimpact failure or malfunction. The engine was removed from the airplane and placed on a test stand where it was noted to operate normally; no discrepancies were noted during the engine run. Testing of fuel from the source that fueled the airplane revealed no discrepancies. ## Factual narrative On November 29, 2001, about 1338 eastern standard time, a Grumman American Aviation Corporation AA-1C, N9515U, registered to a private individual, crashed on the Pompano Beach Airpark, Pompano Beach, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the commercial-rated pilot and a pilot-rated passenger were seriously injured. The flight originated approximately 1300 local from the Fort Lauderdale Executive Airport (KFXE), Fort Lauderdale, Florida. The left seat occupant stated that the purpose of the flight was for the right seat occupant to demonstrate the airplane to him as he was not familiar with the airplane and had not flown the accident make and model airplane before. He intended on flying with the airplane owner in the future and owns a Grumman AA-5 airplane; he has accumulated approximately 150 hours in that make and model aircraft. Fueling was requested by the right seat occupant who performed a preflight of the airplane which included checking the fuel tanks for contaminants. There was no formal written agreement between himself and the right front seat occupant as to who would be pilot-in-command, but he assumed the right seat occupant was the pilot-in-command. He did not recall any discrepancies related to the engine during the engine run-up before takeoff. The flight departed from KFXE, and both he and the right front seat occupant flew the airplane at various times during the flight. The flight then proceeded to the Pompano Beach Airpark Airport (KPMP) where a full-stop landing was performed. The flight taxied back and departed remaining in the traffic pattern where two touch-and-go landings were performed utilizing the checklist. He performed the first touch-and-go landing, and the right seat occupant performed the second touch-and-go landing. He recalled flaps being extended for the approach of the second touch-and-go landing, but was not sure if carburetor heat was required. During the climbout following the second touch-and-go landing, the engine began to run rough at 200 feet. He advised the right seat occupant of the situation but the passenger appeared "frozen" and did not respond. He took the controls and as the engine was developing some power, intended to return to KPMP as there was no suitable landing area ahead. He reported making a shallow bank and intended on rolling wings level and landing straight ahead if the engine quit. The next thing he recalled was that the airplane had crashed. He also reported, "At some point between the time the engine started to run rough and the time it crashed, I was definitely flying the airplane." The pilot-rated right seat occupant was interviewed in the hospital the day after the accident. He reported going along on the flight with the left seat occupant who had not flown the airplane in some time and wanted someone to go along who had flown the airplane recently. He was present when the airplane was fueled and believes before fueling that both forward tanks were 1/3 full. Eight gallons of fuel were added a side into the forward fuel filler port of each wing; the left tank was topped off. The preflight was performed by the left seat occupant who was pilot-in-command of the flight. He (right seat occupant) walked around while the preflight was being performed but didn't watch closely; the preflight appeared to be OK. All six fuel drains were checked during the preflight by the left seat occupant, though he did not look while the fuel sampling was performed. The flight departed from KFXE, and proceeded to the northwest practice area where slow flight was performed. The flight then proceeded to KPMP to perform touch-and-go landings. He initially stated that on the third or fourth touch-and-go landing before departing for KFXE, he believes the engine lost power but was not certain of this. He later reported that he believed the accident occurred on the last touch-and-go landing at KPMP, he "never" touched the controls at any time during the flight, and there was no written agreement before the flight as to who was pilot-in-command. An air traffic control specialist with Pompano Beach Federal Contract Tower reported that he observed the airplane during the climbout after the second touch-and-go landing. He reported that when the airplane was over the departure end of the runway at about 200 feet, "the aircraft's wings rocked." He noted that the airplane made a "sharp right turn" and crashed southeast of the approach end of runway 33. Another controller reported seeing the airplane, "...rocking slightly on the upwind for [runway] 10. He then made a right turn what looked like he was trying to land on runway 33. He went nose in off the approach end of runway 33." Copy of the personnel statements are an attachment to this report. Examination of the accident site by an FAA inspector revealed the fuselage was inverted and was laying on the structurally separated left wing which was upright (see photographs 1-4). The fuel selector was found positioned near the" left" tank though no placard was noted adjacent to the fuel selector valve (see photograph 5). The nose landing gear was separated from the airplane which was recovered to a hangar on the airport. Initial examination of the wreckage the day after the accident by the NTSB revealed both wings and the left main landing gear were separated. Fuel stains were noted on the hangar floor beneath the left wing resting location and also beneath the right wing root area. No fuel was found in the forward fuel sump drain of the left wing; the airplane was in a left wing low attitude. Approximately 1/4 to 1/2 ounce of fuel was drained from the forward and aft fuel sump drains of the right wing; a slight amount of water was detected in each sample when tested using water finding paste. A compression wrinkle was noted on the right side of the empennage near the emergency locator transmitter antenna location. Cursory examination of the engine revealed that the mixture and throttle controls were connected at the carburetor (see photograph 6); the mixture was full rich and the throttle was 3/8 inch from wide open. The oil dipstick was tightly secured and was indicating 4.25 quarts; no oil stains were noted in the engine compartment area. Examination of the airplane on December 19, 2001, by NTSB and a representative of the engine manufacturer revealed a wooden plug was noted in a vent line in the wingtip area of the right wing. A rubber plug was noted in a crimped aluminum fuel line at the wing root area of the right wing associated with the aft fuel tank. The carburetor heat control was found in the midrange position; however, impact damage was noted to the airbox. The carburetor heat control cable was not attached to the control arm at the airbox (see photograph 7). An AN type bolt with a hole in the grip area of the bolt was used to secure the carburetor heat control cable to the control arm (see photograph 8). Examination of the carburetor heat control cable revealed the cable was kinked near the end (see photograph 9). With the bolt still in place in the control arm of the airbox, the cable was pushed with hand pressure through the hole in the grip area of the bolt. The kinked area of the cable could not be pushed through the hole in the grip area of the AN bolt used to secure the cable. Examination of the fuel vent system for both sides revealed no obstructions from the fuel vent fitting under the wing into the fuel tanks; no determination was made as to whether there were any obstructions of the vent lines for the fuel gauges in the cockpit. No obstructions were noted from the fuel supply lines of both fuel tanks of each wing to the wing root area, then forward through the fuel selector valve to the engine compartment area. No fuel was found at the outlets of ## Aircraft - Registration: [N9515U](https://openairdocs.org/deregistered/N9515U-2009-01-14), registration cancelled 2009-01-14, S/N AA1C0003, built 1977 (OpenAirDocs) - Reported make and model: Grumman American AA-1C - Registry model: [Grumman American Avn. AA-1C](https://openairdocs.org/model/grumman-american-avn-aa-1c) (registry code 3960100) (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: AA1C-0003 - Airframe hours: 2598.6 - Engines: Lycoming O-235-L2C 125 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Louis Brouillard - Airworthiness certificate: Standard, Utility - Last inspection: Annual, November 8, 2001, 4 hours before - Departed: KPMP, Pompano Beach, FL - Destination: KFXE, Fort Lauderdale, FL - Airport: KPMP, Pompano Beach Airpark, runway 10, 3,502 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 37; injuries: serious; private, flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; last flight review January 20, 2000; seat: left; flight hours: 1,000 total, 1 in this make and model, 1,000 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 79 °F, dew point 64 °F - Altimeter: 30.10 inHg - Observed at: KPMP ## 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 20011129038989A](https://openairdocs.org/incident/20011129038989A), Nov 29, 2001: Amrgen AA1C, Pompano Beach, FL, Substantial damage. (-23) On November 29, 2001 about 1340 EST, a Grumman American aviation corporation AA-1C, N9515U, registered to a private individual, crashed on Pompano Beach… 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.