Boeing A75SN1 accident near Georgetown, Texas, May 4, 2002
On May 4, 2002 at about 7:00 pm local time, a Boeing A75SN1, registered N5805V, was substantially damaged in an accident near Georgetown, Texas (Georgetown Municipal airport). It was an air show or air race 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
The pilot's inadequate planning/decision resulting in the wake turbulence encounter during the takeoff/initial climb of the formation flight. A contributing factor was the partial loss of engine power for an undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 2002 · about 7:00 pm local time
- Place
- Georgetown, Texas · Georgetown Municipal · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing A75SN1 · all A75SN1s on the register
- Registration
- N5805V · no longer on the register · serial 75-2351
- Damage
- Substantial damage
- Flight
- Air show or air race flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane encountered wake turbulence during the takeoff/initial climb of the formation flight of 4 airplanes at an air show. The 2 lead airplanes had engines rated at 450 horsepower. The accident airplane engine was rated at 220 horsepower. According to the pilot, following the wake turbulence, the airplane had "reduced" power and did not maintain altitude. The airplane descended, struck power lines, trees, and a residence before coming to rest nose low on the ground. Examination revealed that compression on two of the engine cylinders was below recommended specifications, and one magneto was timed approximately 2 1/2 degrees retarded. According to the FAA inspector, the propeller diameter was longer than the maximum allowable per the Type Certification Data Sheet (TCDS), and the reported take-off and climb rpm of 1700-1800 was lower than the TCDS specification of 2,075 rpm at 220 horsepower. According to the propeller manufacturer's representative, there were "no indications of any type of propeller failure prior to impact."
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 20,000 hours in all; 171 in this make and model; 20,000 as pilot in command; 1,500 on instruments
- Last flight review: January 4, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: minor injuries
The aircraft
- Airframe total time: 1,152.8 hours
- Last inspection: 100-hour inspection, November 13, 2001
- Maximum gross weight: 2,717 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental W670-6N (piston); 0 hours total
The flight
- Departed from: GTU Georgetown TX at 7:00 pm
- Destination: BMQ Burnett TX
- Flight plan: none
- Runway 36, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 11 knots, gusting 18
- Visibility: 8 statute miles
- Sky: a few clouds at 3,200 ft
- Temperature: 84°F (29°C), dew point 64°F (18°C)
- Altimeter: 30.23 inHg
- Observation at 6:25 pm from GTU
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.