Grumman AA-5B accident near California City, California, September 6, 1989
On September 6, 1989 at about 5:09 pm local time, a Grumman AA-5B, registered N28493, was destroyed in an accident near California City, California (Calif City Muni airport). It was an instructional flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE STUDENT PILOT TO MAINTAIN A PROPER AIRSPEED WHILE MANEUVERING FOR AN EMERGENCY LANDING. FACTORS IN THE ACCIDENT WERE THE PARTIAL ENGINE POWER LOSS, WHICH WAS DUE TO IMPROPER MAINTENANCE PROCEDURES, THE STUDENT PILOT'S INEXPERIENCE, THE STRONG CROSS WIND, AND 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
- September 6, 1989 · about 5:09 pm local time
- Place
- California City, California · Calif City Muni · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman AA-5B
- Registration
- N28493 · no longer on the register · serial AA5B-0545
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE STUDENT PILOT ON HER SECOND SOLO CROSS COUNRTY EXPERIENCED A PARTIAL LOSS OF ENGINE POWER DURING THE INITIAL CLIMB. SHE MADE THREE ATTEMPTS TO LAND ON THE TAKEOFF RUNWAY, EACH TIME FLYING A LEFT TRAFFIC PATTERN THAT WAS LOWER THAN THE PRECEDING PATTERN. GROUND WITNESSES SAW THE AIRCRAFT FLY PATTERNS THAT WERE 'LOW, CLOSE AND WITH TIGHT BASE TO FINAL TURNS.' ON EACH BASE TO FINAL TURN, THE AIRCRAFT OVERSHOT THE TURN DUE TO A STRONG LEFT CROSS WIND. DURING THE THIRD BASE TO FINAL TURN, THE WITNESSES SAW THE AIRCRAFT ENTER A VERY STEEP BANK, STALL, AND HIT THE GROUND ON THE LEFT WING TIP. A POST CRASH FIRE DESTROYED THE AIRCRAFT. NO EVIDENCE OF A CATASTROPHIC ENGINE FAILURE WAS FOUND. FOUR OF THE SPARK PLUGS FAILED A PRESSURE CHAMBER TEST, WITH THREE OF THEM SHOWING GAPS IN EXCESS OF .022' (NORMAL GAP IS .016) AND WERE VERY WORN. REVIEW OF THE MAINTENANCE RECORDS SHOWED THAT THE MAINTENANCE FACILITY ONLY REPLACED SPARK PLUGS ON A ONE FOR ONE BASIS INSTEAD OF IN COMPLETE SETS.
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: student
- Flight time: 93 hours in all; 93 in this make and model; 41 in the last 90 days; 16 in the last 30 days; 12 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,821 hours
- Last inspection: 100-hour inspection, August 1, 1989; 32 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
- Fire on the ground
- Operator: Sussex Aviation
The flight
- Departed from: L71 at 5:05 pm
- Destination: VNY Van Nuys CA
- Flight plan: VFR
- Runway 24, 6,035 ft by 55 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 18 knots
- Visibility: 75 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 4:52 pm from WJF, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.