Grumman American Avn. CORP. AA-5B accident near Coalinga, California, November 26, 2010
On November 26, 2010 at about 11:15 pm local time, a Grumman American Avn. CORP. AA-5B, registered N74400, was substantially damaged in an accident during takeoff (rejected takeoff) near Coalinga, California (Harris Ranch 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 remove the gust lock prior to takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 26, 2010 · about 11:15 pm local time
- Place
- Coalinga, California · Harris Ranch · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman American Avn. CORP. AA-5B · all AA-5Bs on the register
- Registration
- N74400 · registry record · serial AA5B-0213
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, she did not perform a flight control check prior to takeoff. During the departure roll, when the airplane reached 70 miles per hour, she realized that the gust lock was still installed in the control column. She attempted to remove the device, but was unsuccessful. She reduced the engine power in an attempt to stop the airplane, but it continued off the end of the runway; the nose gear separated, and it came to rest in a dirt field. The airplane sustained substantial damage to the firewall and right wing.
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
What happened, in order
- Preflight or dispatch event during prior to flight
- Runway excursion during takeoff (rejected takeoff) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Flight control system › Gust lock or damper › Incorrect use/operation
- cause Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,282 hours in all; 400 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 921 as pilot in command
- Last flight review: February 28, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,370 hours
- Last inspection: annual inspection, July 15, 2010; 16 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Textron Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: 3O8 Coalinga CA at 11:14 pm
- Destination: PAO Palo Alto CA
- Flight plan: none
- Runway 14, 2,820 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 34°F (1°C)
- Altimeter: 30.15 inHg
- Observation at 10:56 pm from NLC, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.