Grumman AA1B accident near Llano, Texas, July 5, 2005
On July 5, 2005 at about 11:45 pm local time, a Grumman AA1B, registered N1466R, was substantially damaged in an accident near Llano, Texas (Llano Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power for undetermined reasons during takeoff resulting in an overrun. A factor was the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 2005 · about 11:45 pm local time
- Place
- Llano, Texas · Llano Muni · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman AA1B
- Registration
- N1466R · no longer on the register · serial AA1B-0566
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 204-hour pilot picked up a passenger at Llano Municipal Airport (AQO), and prior to departure, he filled the left tank with fuel and that the right tank had approximately 7 gallons of fuel in it. The pilot also reported that it was a "hot-muggy" afternoon. The pilot departed runway 17 and after reaching 50-75 feet into the air, he reported that the engine "started to lose power and settle back to the ground". The airplane came to rest inverted, off the end of the runway. The density altitude was calculated by the NTSB investigator-in-charge to be 3,967 feet and that the aircraft was with in a few pounds (+/-) of it's maximum take-off weight of 1,560 pounds. Examination of the airplane's engine was conducted on July 13, 2005, by the engine manufacturer's representative under the supervision of the NTSB investigator-in-charge. The engine was successfully run for approximately 5 minutes at various power settings. The engine was run to full throttle, which resulted in a reading of approximately 2,200 rpm. An additional 150 rpm was gained by leaning the engine. Per the Type Certificate Data Sheet the minimum static rpm should be 2150 at full power.
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: 204 hours in all; 170 in this make and model; 25 in the last 90 days; 10 in the last 30 days
- Last flight review: November 1, 2003
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,111 hours
- Last inspection: annual inspection, September 1, 2004; 104 hours since
- Maximum gross weight: 1,560 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C2C (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 6R9 Llano TX at 11:45 pm
- Destination: 27R Eldorado TX
- Flight plan: none
- Runway 17, 4,202 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 97°F (36°C), dew point 64°F (18°C)
- Altimeter: 29.95 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.