Amateur-built AA-5B accident near Harwinton, Connecticut, February 16, 2002
On February 16, 2002 at about 10:10 pm local time, a amateur-built AA-5B, registered N81072, was substantially damaged in an accident near Harwinton, Connecticut (Mountain Meadow airport). It was a personal 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
pilot's failure to obtain adequate airspeed during take-off, which resulted in an aerodynamic stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 16, 2002 · about 10:10 pm local time
- Place
- Harwinton, Connecticut · Mountain Meadow
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AA-5B
- Registration
- N81072 · no longer on the register · serial 0421
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to take-off, the pilot performed an engine run-up, and used a checklist to prepare the airplane for a normal take-off. The pilot said that the elevator trim was set to the take-off position, flight control continuity was performed, the flaps were retracted, and the engine run-up was normal. He then lined the airplane up on the runway, applied full power, and rotated at 65 knots. As the airplane began to climb, the pilot said that he tried to maintain 65 knots. When the airplane reached an altitude of approximately 40-50 feet above the ground, the left wing dropped and the stall horn came on. The stall horn remained on as the airplane turned to the left and collided with trees. Examination of the Gulfstream American AA-5B Tiger Pilot Operating Handbook (POH) revealed that for a normal take-off a pilot should, "accelerate to 50 KIAS before applying a light back pressure on the control wheel to lift off the nose wheel...When airborne, accelerate to the desired climb speed." According to the POH, the best angle of climb speed was 70 knots and normal climb out speed was 90 knots. Examination of the airplane revealed that there were 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
- Flight time: 82 hours in all; 15 in this make and model; 11 in the last 90 days; 4 in the last 30 days; 27 as pilot in command
- Last flight review: November 18, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,585 hours
- Last inspection: annual inspection, April 1, 2001; 202 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-a4k (piston); 0 hours total
The flight
- Departed from: 22B Harwinton CT at 10:10 pm
- Destination: BDR Bridgeport CT
- Flight plan: none
- Runway 19, 3,400 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 41°F (5°C)
- Altimeter: 29.69 inHg
- Observation at 9:53 pm from HFD, 18 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.