Grumman American Avn. CORP. AA-5 accident near Hutto, Texas, July 13, 2010
On July 13, 2010 at about 3:35 pm local time, a Grumman American Avn. CORP. AA-5, registered N5453U, was substantially damaged in an accident during enroute (climb to cruise) near Hutto, Texas. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to fuel starvation as a result of the pilot's failure to visually verify his fuel quantity prior to the flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 13, 2010 · about 3:35 pm local time
- Place
- Hutto, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman American Avn. CORP. AA-5 · all AA-5s on the register
- Registration
- N5453U · no longer on the register · serial AA5-0781
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, while on departure, the airplane's engine lost all power. The pilot attempted to troubleshoot the loss of engine power but was unable to get the engine to restart. The pilot then elected to make a forced landing to a corn field. During the forced landing, the airplane's landing gear separated, the right wing crushed aft, and the airplane nosed over. Flight control continuity was confirmed. An examination of the airplane's fuel system showed that the right fuel tank contained 10 gallons of fuel. The left fuel tank was empty. The pilot reported that he was flying on (had selected) the left fuel tank when engine power was lost. No other preimpact anomalies were found.
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
What happened, in order
- Loss of engine power (partial) during enroute (climb to cruise) defining event
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,190 hours in all; 750 in this make and model; 2 in the last 90 days; 4,190 as pilot in command; 1,400 on instruments
- Last flight review: May 4, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,831 hours
- Last inspection: annual inspection, July 2, 2009
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
The flight
- Departed from: KT74 Taylor TX at 3:25 pm
- Destination: KT74 Taylor TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 11 knots, gusting 15
- Visibility: 10 statute miles
- Sky: overcast at 2,200 ft; ovct at 2,200 ft
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 29.94 inHg
- Observation at 4:15 pm from KGTU, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.