American AA-1 accident near Monticello, Florida, December 19, 1997
On December 19, 1997 at about 7:15 pm local time, a American AA-1, registered N5789L, was destroyed in an accident near Monticello, Florida (Hidden Acres airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight planning/preparation, and failure to ensure that the airplane would be able to clear trees during takeoff. Related factors were: the high/wet vegetation on the grass runway, and the proximity of trees to the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 1997 · about 7:15 pm local time
- Place
- Monticello, Florida · Hidden Acres · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- American AA-1 · all AA-1s on the register
- Registration
- N5789L · no longer on the register · serial 0189
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he taxied to the end of the 2,000 foot long runway, and performed a run-up. During takeoff, he advanced the throttle full forward and began the takeoff roll. The aircraft accelerated and lifted off into ground effect. The pilot said he flew in ground effect, but the aircraft did not accelerate and climb as expected. At the end of the runway, he pulled up, but the airplane stalled (mushed) into trees. According to the pilot, he believed the accident could have been avoided if he had departed from an airport with a longer runway. According to an FAA inspector, the pilot attempted to takeoff from a strip covered with wet grass that was 7 to 8 inches tall. The Pilot Operating Handbook (POH) showed that a takeoff distance of 1615 feet was needed to clear a 50 foot obstacle during takeoff from a hard surfaced runway, at maximum gross weight, with flaps up, wind zero, and sea level conditions. There was no chart for takeoff performance from a grass strip.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 2,100 hours in all; 20 in this make and model; 20 in the last 90 days; 6 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 980 hours
- Last inspection: annual inspection, October 1, 1997; 30 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C2C (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PVT at 7:15 pm
- Flight plan: none
- Runway 32, 2,000 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 6:30 pm from TLH, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.