Amateur-built AA-5B accident near Montauk, New York, November 17, 2000
On November 17, 2000 at about 8:00 pm local time, a amateur-built AA-5B, registered N45175, was substantially damaged in an accident near Montauk, New York (Montaul Airport). It was a personal 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 pilot's failure to maintain runway alignment during touchdown and rollout. Factors in the accident were the pilot's inadequate crosswind compensation, and inadequate flare.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 17, 2000 · about 8:00 pm local time
- Place
- Montauk, New York · Montaul Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AA-5B
- Registration
- N45175 · registry record · serial 1036
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After arriving in the airport area, the pilot maneuvered the airplane onto final for a full stop landing to Runway 24. Configured with full flaps, he maintained 75 knots of indicated airspeed, slightly higher than normal because of reported wind gusts at the airport. He also maintained a wind drift correction of 20 degrees. Even though the winds were reported as 280 degrees at 12 knots, gusting to 21 knots, the pilot experienced no turbulence while on final. Once over the runway, the pilot began to align the airplane with the runway for landing, when it touched-down unexpectedly, and veered off to the right. The pilot applied left rudder and left brake, but was unable to get the airplane back onto the runway. The pilot decided to executed a go-around. He advanced the throttle, but quickly realized the airplane would not clear some trees to the front. He then aborted the go-around by closing the throttle and mixture. The airplane impacted the trees, and the airplane came to a stop.
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: 205 hours in all; 191 in this make and model; 37 in the last 90 days; 14 in the last 30 days; 114 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,167 hours
- Last inspection: annual inspection, February 2, 2000; 275 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: BDR Bridgeport CT at 7:00 pm
- Destination: MTP
- Flight plan: none
- Runway 24, 3,258 ft by 85 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 12 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 7:54 pm from MTP
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.