Grumman American Avn. CORP. AA-5 accident near Fresno, California, September 5, 2026
On September 5, 2026 at about 8:45 pm local time, a Grumman American Avn. CORP. AA-5, registered N6510L, was destroyed in an accident during initial climb near Fresno, California (Sierra Sky Park airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2026 · about 8:45 pm local time
- Place
- Fresno, California · Sierra Sky Park · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman American Avn. CORP. AA-5 · all AA-5s on the register
- Registration
- N6510L · registry record · serial AA5-0610
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On September 5, 2026, about 1345 Pacific daylight time, a Grumman AA-5, N6510L, was destroyed when it was involved in an accident near Fresno, California. The pilot and 3 passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Surveillance video showed that the pilot and passengers boarded the airplane at the airplane owner’s residence at Sierra Sky Park Airport (E79), Fresno, California, and shortly after taxied to the approach end of runway 30. Another video showed the airplane begin its takeoff roll and subsequently abort the takeoff about halfway down the runway. The airplane continued down the runway, turned around at the departure end and taxied back to the runway approach end. At this time, the pilot texted the owner about a radio problem she was experiencing. About two minutes later the pilot taxied the airplane to the owner’s residence, which was located on the airport. According to text messages, the owner contacted a mechanic to troubleshoot the radio issue and a few minutes later the mechanic approached the airplane after it had been shut down. Shortly after, the airplane was observed taxiing towards the runway. According to witnesses located near the runway, the airplane taxied to the approach end of runway 30 and then started its takeoff roll. The airplane lifted off the runway about 1,000 ft from the departure end and pitched up hard into a nose-high attitude. Witnesses reported that the engine sounded weak and that there were no misfires or sputtering. The airplane continued down the runway at about 30 ft above ground level (agl). Surveillance video showed the airplane maintain a nose-high attitude about 30 ft agl as it overflew the remaining runway. A video, which captured the airplane further down the runway, showed it about 40 ft agl as it flew out of view in a nose-high attitude. The accident site was located in a washout at the top of sloping terrain, near impacted trees, about 1,000 ft northwest from the departure end of runway 30. The first identified point of contact was a large branch near the top of a 40 ft tree that had recently been topped to comply with FAA clearance regulations for the airport. Broken limbs and branches were spread out at the base of the impacted trees. The airplane came to rest upright in a washout near the impacted trees and was positioned on a magnetic heading of about 285°. The nose landing gear separated from the airplane and was found uphill in the washout near the impacted trees. The airplane was mostly consumed by postimpact fire. About an acre of surrounding terrain was burned by the fire. The wreckage was relocated to a secured facility for further examination.
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
- Aerodynamic stall/spin during initial climb defining event
The aircraft
- Airframe total time: 4,429 hours
- Last inspection: annual inspection, June 10, 2026
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Fire on the ground
- Operator: Purpose Flight INC
The flight
- Destination: MER Atwater CA
- Flight plan: none
- Runway 12/3, 2,473 ft by 50 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 8,000 ft
- Temperature: 84°F (29°C), dew point 50°F (10°C)
- Altimeter: 29.93 inHg
- Observation at 1:53 pm from KFAT, 8 miles away
Weather report (METAR): METAR KFAT 052053Z 00000KT 10SM FEW080 FEW100 29/10 A2993 RMK AO2 SLP130 T02890100 58015=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR26FA329.