Grumman AA-5A accident near Worthington, Kentucky, September 22, 2007
On September 22, 2007 at about 6:55 pm local time, a Grumman AA-5A, registered N26442, was substantially damaged in an accident near Worthington, Kentucky (Ashland Regional airport). It was a personal 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
The separation of the engine's No. 4 piston from the crankshaft for unidentified reasons and the pilot's continued operation with known equipment deficiencies.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 2007 · about 6:55 pm local time
- Place
- Worthington, Kentucky · Ashland Regional · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman AA-5A
- Registration
- N26442 · no longer on the register · serial AA5A-0592
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot replaced the accident airplane’s vacuum pump on the day of the accident. During the airplane's flight to a nearby airport, the engine lost the majority of its oil. At the destination airport, the engine was examined for the leak. According to witness staements, the vacuum pump had been installed incorrectly. The discrepancy was corrected and the pilot added 4 quarts of oil to the engine and attempted to return to his home airport; however, the engine overheated during the initial phase of the flight and the pilot returned to the departing airport. He purchased more engine oil, servicing the engine to the full level. Although several people suggested that the pilot have the engine further examined, he declined saying that he had "Get-Home-Itis." Once again the pilot took off for his home airport, but the engine lost all power during the initial climb. The pilot ditched the airplane in a nearby river in a flat attitude, where it submerged. Examination of the wreckage revealed that the No. 4 engine piston had separated from the crankshaft. The pilot did not hold an airframe and powerplant certificate.
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: 3,560 hours in all
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,522 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming 0-320 (piston); 0 hours total
The flight
- Departed from: DWU Worthington KY at 6:53 pm
- Destination: M20 Leitchfield KY
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 63°F (17°C)
- Altimeter: 30.04 inHg
- Observation at 6:51 pm from HTS, 14 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.