Amateur-built AA-5A accident near Lawrence, Massachusetts, July 16, 2000
On July 16, 2000 at about 7:00 pm local time, a amateur-built AA-5A, registered N26080, was substantially damaged in an accident near Lawrence, Massachusetts (Lawrence Muni Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to attain the proper touchdown point and his delayed remedial action. Also causal was the pilot's lack of recent experience. A factor in the accident was the tailwind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 2000 · about 7:00 pm local time
- Place
- Lawrence, Massachusetts · Lawrence Muni Airport
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Amateur-built AA-5A
- Registration
- N26080 · no longer on the register · serial AA5A0419
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the cross-country flight, the airplane's radios become inoperative. Due to deteriorating weather conditions, the pilot decided to land at an alternate airport. The pilot approached the airport and observed the windsock before landing. He then entered the traffic pattern for Runway 32, and was 'high and fast' on final approach. A slip was initiated prior to the runway threshold; however, the airspeed did not decrease during the approach. The airplane touched down more than 1,950 feet from the approach end of the 3,901 foot long runway, bounced three times, and then the pilot added full power to abort the landing. During the aborted landing, the airplane yawed to the left, impacted a tree, and rolled inverted. The airplane came to rest at the base of the tree. The pilot had accumulated 1,165 hours of total flight experience in the accident airplane; however, in the past 3 years, the pilot had performed one flight on June 7, 1999. At 1454, the winds were reported from 110 degrees at 9 knots.
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: 1,167 hours in all; 1,165 in this make and model; 12 in the last 90 days; 12 in the last 30 days; 1,062 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,125 hours
- Last inspection: annual inspection, July 12, 2000
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: PVG Portsmouth VA at 2:00 pm
- Destination: RKD Rockland ME
- Flight plan: none
- Runway 32, 3,901 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 800 ft; not recorded
- Temperature: 73°F (23°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 6:54 pm from LWM
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.