Grumman AA-5B accident near Carrollton, Ohio, September 10, 2000
On September 10, 2000 at about 8:22 pm local time, a Grumman AA-5B, registered N28817, was substantially damaged in an accident near Carrollton, Ohio (Carrollton/Carroll County airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
Pilot's improper decision to delay the aborted landing, which resulted in an insufficient airspeed during climb and subsequent collision with terrain. A factor was the wet runway and tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 10, 2000 · about 8:22 pm local time
- Place
- Carrollton, Ohio · Carrollton/Carroll County · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Grumman AA-5B
- Registration
- N28817 · no longer on the register · serial AA5B-0837
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot attempted his first landing to the wet 4,300-foot long asphalt runway, but touched down beyond the halfway point and aborted the landing. On his second attempt to land on Runway 7, the pilot approached at 80 knots, and landed about 300 feet beyond the landing threshold. The pilot then raised the flaps and applied the brakes, but the brakes locked and the aircraft skidded. About 2/3 down the runway, the pilot aborted the landing. He applied full power, added 10 degrees of flaps, and started a climb. The pilot heard the stall horn and realized that he could not out climb the tree covered hills located off the end the runway, and elected to 'crash straight ahead.' The pilot reported that the cause of the accident was, 'I came in a little too hot.' The pilot also acknowledged that he did not get a good look at the windsock, but thought he landed with a tailwind. The surface winds were from 250 degrees at 6 knots, and at 2,600 feet msl they were from 250 degrees at 31 knots. The pilot reported no mechanical deficiencies.
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; instrument: airplane
- Flight time: 2,100 hours in all; 1,200 in this make and model; 30 in the last 90 days; 10 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,616 hours
- Last inspection: annual inspection, January 28, 2000; 43 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: 3W2 Put-In-Bay OH at 7:45 pm
- Destination: TSO OH
- Flight plan: IFR
- Runway 25, 4,300 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 6 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 1,400 ft; not recorded
- Temperature: 162°F (72°C), dew point 162°F (72°C)
- Altimeter: 30.00 inHg
- Observation at 8:23 pm from CAK, 27 miles away
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.