Amateur-built AA-5A accident near Battleground, Washington, July 26, 1992
On July 26, 1992 at about 4:15 pm local time, a amateur-built AA-5A, registered N26671, was destroyed in an accident near Battleground, Washington (Parkside airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT IN COMMAND'S DELAYED DECISION TO EXECUTE A GO AROUND. FACTORS CONTRIBUTING THE ACCIDENT WERE: A TAILWIND, TREES, AND THE IMPROPER USE OF THE CARBURETOR HEAT AND FLAPS BY THE PILOT IN COMMAND.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 1992 · about 4:15 pm local time
- Place
- Battleground, Washington · Parkside · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AA-5A
- Registration
- N26671 · no longer on the register · serial AA5A0635
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER EXECUTING AN APPROACH TO THE EAST RUNWAY THE PILOT OF THE AA-5A PERCEIVED A 'SIGNIFICANT TAILWIND' DURING HIS FLARE. WITH 1300 FEET OF THE 2000 FOOT LONG RUNWAY REMAINING, AND AT 50 MPH HE ELECTED TO ABORT THE LANDING AND GO AROUND. THE PILOT REPORTED APPLYING 'FULL POWER, FLAPS UP AND CARB HEAT OFF' AND THEN STATED THAT 'AS THE FLAPS RETRACTED THE LAST 15 TO 20 DEGREES, THE AIRCRAFT BEGAN TO LEVEL OFF.' THE AIRCRAFT IMPACTED TREES AND THEN POWER LINES BEYOND THE DEPARTURE END OF THE RWY DURING THE ATTEMPTED GO AROUND. AN FAA EXAMINER ON SITE AT THE TIME OF THE ACCIDENT REPORTED AN 8 TO 10 KNOT TAILWIND AND POST CRASH EXAMINATION OF THE AIRCRAFT BY FAA PERSONNEL REVEALED THE CARB HEAT IN THE FULL OUT (ON) POSITION. STANDARD OPERATING PROCEDURES FOR THE AA-5A CALL FOR CARB HEAT 'OFF' AND FLAPS 'RETRACT, AFTER ACCELERATING TO SAFE AIRSPEED' FOR BALKED LANDINGS.
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: single-engine land; instrument: airplane
- Flight time: 2,587 hours in all; 99 in this make and model; 2,587 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,860 hours
- Last inspection: annual inspection, April 2, 1992; 58 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2G (piston); 0 hours total
The flight
- Departed from: 59S Vancouver WA at 4:00 pm
- Flight plan: none
- Runway 9, 2,000 ft by 25 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 4 knots
- Visibility: 40 statute miles
- Sky: scat at 2,100 ft
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 3:50 pm from PDX, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.