Grumman AA5 accident near Refugio, Texas, October 12, 2018
On October 12, 2018 at about 6:04 pm local time, a 1977 Grumman AA5, registered N81383, was substantially damaged in an accident during approach (VFR pattern base) near Refugio, Texas (Rooke Field Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s improper inflight fuel management, which resulted in a total loss of engine power due to fuel starvation and the pilot’s failure to maintain adequate airspeed, which resulted in the airplane exceeding its critical angle of attack and an aerodynamic stall at a low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 12, 2018 · about 6:04 pm local time
- Place
- Refugio, Texas · Rooke Field Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman AA5 B, built 1977
- Registration
- N81383 · no longer on the register · serial AA5B0522
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a personal cross-country flight when he became lost. The pilot reported that he did not understand how to navigate using the GPS that was installed in the airplane before the flight. Instead of continuing to the southeast toward the intended destination, the pilot turned south for the remainder of the flight. After flying for about 1.5 hours, the pilot became concerned about how much fuel remained and decided to land to refuel. The pilot stated that the airplane had a total loss of engine power while in the airport traffic pattern, and that he did not maintain adequate airspeed, which resulted in an aerodynamic stall during the turn from the base leg to final. The airplane sustained substantial damage to the fuselage and empennage during impact. Examination of the airplane revealed no fuel in the left fuel tank, about 7 gallons of fuel in the right fuel tank, and less than 2 fluid ounces of combined fuel from the electric boost pump, the fuel line to the carburetor, and the carburetor fuel bowl. The pilot reported that the fuel selector valve was positioned to the left fuel tank when the loss of engine power occurred. The loss of engine power was likely due to fuel starvation.
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 control in flight during approach (VFR pattern base)
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR pattern base)
- Fuel starvation during approach (VFR pattern base) defining event
- Course deviation during enroute (cruise)
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Not attained/maintained
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,600 hours in all; 300 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Last inspection: annual inspection, October 12, 2018; 1.5 hours since
- Maximum gross weight: 2,401 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: TS36 Fredericksburg TX at 4:20 pm
- Destination: RFG Refugio TX
- Flight plan: none
- Runway 14L, 4,361 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 29.93 inHg
- Observation at 4:53 pm from RKP, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on July 15, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Memorandum of Conversation (William Neil Eckenroth) | PDF, 1 page | View Download |
| 2 | Memorandum of Conversation (Scott Egesdahl) | PDF, 1 page | View Download |
| 3 | Witness Statement (Michael Cavanaugh) | PDF, 1 page | View Download |
| 4 | FAA Inspector Email (Frank Fortmann) | PDF, 1 page | View Download |
| 5 | radar Data (Source Data) | data file | Download |
| 6 | Plots of radar Data Track Data | PDF, 2 pages | View Download |
| 7 | Weather Data | PDF, 1 page | View Download |
| 8 | Photo | PDF, 1 page | View Download |
| 9 | NTSB Investigator Letter to Pilot (William Neil Eckenroth) | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.