Grumman AA-5B accident near Paulden, Arizona, April 15, 1982
On April 15, 1982 at about 3:30 pm local time, a Grumman AA-5B, registered N34ER, was substantially damaged in an accident near Paulden, Arizona. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 15, 1982 · about 3:30 pm local time
- Place
- Paulden, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman AA-5B
- Registration
- N34ER · no longer on the register · serial AA5B0887
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING A SIMULATED FORCED LANDING AFTER FOLLOWING THE PRESCRIBED RESTART PROCEDURES THE STUDENT, UNDER THE SUPERVISION OF THE INSTRUCTOR, EXECUTED HER SECURING PROCEDURES. IT WAS THE INSTRUCTOR'S POLICY TO LET THE STUDENT ACTUALLY MOVE THE PROPER CONTROL THEN HE WOULD IMMEDIATELY PLACE IT BACK IN THE PROPER POSITION. THE STUDENT TURNED THE FUEL SELECTOR TO THE OFF POSITION BUT THE INSTRUCTOR FAILED TO SWITCH IT BACK. AT AN ALTITUDE OF APPROXIMATELY 550 FEET AGL THE INSTRUCTOR TOOK CONTROL OF THE AIRCRAFT AND APPLIED GO-AROUND POWER. WHEN THE ENGINE FAILED TO PRODUCE POWER THE INSTRUCTOR NOTICED THE FUEL SELECTOR WAS IN THE OFF POSITION. HE IMMEDIATELY TURNED IT TO THE LEFT TANK BUT HAD TO ACCOMPLISH A FORCED LANDING BECAUSE THE ENGINE FAILED TO REGAIN POWER. TOUCHDOWN WAS HARD AND THE AIRPLANE SWERVED TO A RESTING POSITION ABOUT 180 DEGREES DIVERGENT FROM THE LANDING DIRECTION.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,195 hours in all; 526 in this make and model; 213 in the last 90 days; 1,052 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,341 hours
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 2,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
- Operator: Embry-Riddle University
The flight
- Departed from: Prescott AZ at 6:50 am
- Destination: Prescott AZ
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 5 knots
- Visibility: 65 statute miles
- Sky: not recorded; not recorded
- Temperature: 122°F (50°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 7:55 am from PRC, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.