Grumman American Avn. CORP. AA-5A accident near Gladewater, Texas, February 18, 2025
On February 18, 2025 at about 4:15 am local time, a 1977 Grumman American Avn. CORP. AA-5A, registered N26071, was substantially damaged in an accident during initial climb near Gladewater, Texas. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 18, 2025 · about 4:15 am local time
- Place
- Gladewater, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman American Avn. CORP. AA-5A, built 1977 · all AA-5As on the register
- Registration
- N26071 · registry record · serial AA5A0413
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On February 17, 2025, about 2215 central standard time, a Grumman AA-5A airplane, N26071, was substantially damaged when it was involved in an accident near Gladewater, Texas. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, the airplane engine lost partial power about 450 to 500 ft above ground level during the initial takeoff climb. The pilot immediately made a left turn back towards the airport and conducted a slow but controlled descent with the remining engine power. He chose to continue the turn and performed a forced landing to the grass next to the runway which resulted in substantial damage to the left wing and empennage. The pilot stated that he was ferrying the airplane to the Rusk County Airport (RFI) in Henderson, Texas, to have engine maintenance performed. The pilot further stated that the carburetor had been replaced about two weeks prior, and the airplane was experiencing a slight engine stumbling at full power and full mixture on subsequent flights. Postaccident examination of the engine revealed that the carburetor inlet rubber duct between the airbox and carburetor was puckered inward at both the airbox outlet and carburetor inlet. The puckering of the duct was observed to be partially blocking the carburetor venturi. Figure 1. View through the carburetor. The airplane was retained for further examination.
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 initial climb defining event
- Off-field or emergency landing during initial climb
The aircraft
- Seats: 4
- Landing gear: fixed
The flight
- Destination: KRFI Henderson TX
- Runway 14, 3,299 ft by 75 ft
Weather at the time
- Light: night
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 32°F (0°C)
- Altimeter: 30.11 inHg
- Observation at 10:12 pm from KJXI, 10 miles away
Weather report (METAR): KJXI 180635Z AUTO 00000KT 10SM CLR 06/00 A3011 RMK AO2 T00621001
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN25LA096.