Aircoupe ALON A2A accident near Sutherland, Virginia, June 1, 1989
On June 1, 1989, a Aircoupe ALON A2A, registered N5488F, was substantially damaged in an accident near Sutherland, Virginia. It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
LOW OUTPUT OF THE MAGNETOS WHICH RESULTED IN THE LOSS OF FULL POWER DURING THE ATTEMPTED RECOVERY FROM A SIMULATED FORCED LANDING. THE PILOT IGNORED INDICATIONS OF AN ENGINE PROBLEM DURING START WHEN THE ENGINE WAS HARD TO START.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 1989
- Place
- Sutherland, Virginia · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aircoupe ALON A2A
- Registration
- N5488F · no longer on the register · serial B288
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PURPOSE OF THE FLT WAS TO PREPARE THE STUDENT FOR HIS PVT PILOT CHECKRIDE. THE CFI AND STUDENT WERE PERFORMING A SIMULATED FORCED LANDING SPIRAL AND THE STUDENT WAS INSTRUCTED TO PERFORM A GO-AROUND AT 900 FT MSL. WHEN THE THROTTLE WAS ADVANCED TO GO-AROUND THE STUDENT REPORTED TO THE CFI THAT HE COULD NOT GET FULL POWER. THE CFI ADJUSTED THE THROTTLE AND MIXTURE TO NO AVAIL. THE FORCED LANDING WAS CONTINUED AND AT THE LAST MINUTE THE AIRPLANE WAS TURNED TO AVOID A FARM HOUSE. THE LANDING GEAR CAUGHT A FURROW DURING THE LANDING FLARE AND THE AIRPLANE NOSED OVER. POST ACCIDENT INSPECTION REVEALED THAT THE ENGINE WOULD NOT OPERATE. BOTH MAGNETOS WERE REMOVED AND ONE REPLACEMENT MAGNETO WAS INSTALLED AFTER WHICH THE ENGINE OPERATED NORMALLY. AN FAA INSPECTOR REPORTED THAT THE MAGNETO COILS WERE 'WEAK'. THE ACFT HAD BEEN OPERATED 72 HOURS SINCE THE LAST ANNUAL INSPECTION.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 850 hours in all; 49 in this make and model; 99 in the last 90 days; 24 in the last 30 days; 756 as pilot in command; 290 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 601 hours
- Last inspection: annual inspection, November 25, 1988; 72 hours since
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-90-16F (piston); 0 hours total
The flight
- Departed from: PTB Petersburg VA at 11:10 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 140° at 6 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 25,000 ft; not recorded
- Temperature: 79°F (26°C), dew point 68°F (20°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.