History of Flight
On September 4, 2024, at approximately 1121 Eastern Daylight Time, a Grumman American Aviation Corporation AA-5 airplane, registration N9659L, was substantially damaged when it crashed near Rockmart, Georgia. The flight instructor and student pilot sustained fatal injuries. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
ADS-B data showed the airplane departed runway 13 at Paulding Northwest Atlanta Airport (PUJ), Dallas, Georgia, about 1033. It remained within 15 miles of PUJ, maneuvering between 2,500 and 4,000 feet mean sea level, consistent with a private pilot training profile. Around 1116, the airplane turned northeast for about 4 minutes, then turned east at 1,800 feet msl over wooded terrain toward the south end of a field. In the final minute, it passed off the south end of that field, turned north at 1,300 feet msl, passed over a second field, then headed over wooded terrain. Based on the last ADS-B data and terrain elevation, the airplane made a gradual left turn about 150 feet above the ground. The main wreckage was found in a wooded area about 250 feet west-northwest of the last recorded location. Ground speed during the last 2 to 3 seconds was about 74 to 78 mph.
The pilots were not in communication with air traffic control, and no distress calls were received. There were no known witnesses.
Personnel Information
The flight instructor was recently hired by Flying Tigers Flight School. He received a local checkout in the Grumman AA-5 on July 31, 2024, and flew a dual instruction flight with the accident student pilot on August 28, 2024, logging 0.9 hour. The accident flight was his third in the AA-5 and second with the student pilot. His last aviation medical examination was on May 9, 2019, and he did not hold a current FAA medical certificate at the time of the accident.
The student pilot’s only logged flying experience was the August 28 flight with the accident instructor.
Aircraft Information
The airplane’s total capacity for each wing fuel tank was 19 gallons, about 18.5 usable. Fuel consumption was about 9 gallons per hour. Based on fueling records, the airplane was last fueled to capacity on September 1, then flew two flights (1.7 and 1.6 hours). On September 2, it received 10 gallons and flew two flights (0.8 and 0.4 hour). On September 3, it received 5 gallons and flew 0.8 hour. No fueling was recorded on the accident day. The pilot’s operating handbook listed stall speed with flaps up and 20° of bank as about 64 mph indicated airspeed.
Meteorological Information
Reported conditions at PUJ near the accident time included temperature 71.6°F, dew point 51.8°F, yielding a relative humidity of about 49.7%. Review of the carburetor icing probability chart in FAA SAIB CE-09-35 indicated these conditions were conducive to serious icing at glide power.
Wreckage and Impact Information
The wreckage came to rest in a steep, nose-low attitude on a heading of 270° with no fire. The forward fuselage was crushed aft, compromising the cockpit. The mixture control was about 3/4 inch aft of full forward (leaned), the throttle was full forward, and the carburetor heat knob was full forward (cold) and partially broken. The fuel selector was in the RIGHT tank position. Both wings remained attached; left wing buckled upward, right wing leading-edge crushed. Both wing fuel tanks were breached with no residual fuel. The empennage sustained minimal damage. Control continuity was confirmed except for overload separations. Examination of the engine revealed no pre-impact anomalies except impact damage. The carburetor had a small amount of liquid drained from the fuel hose, but none in the float bowl. The engine-driven fuel pump contained liquid with avgas odor and operated normally. Both magnetos produced spark. Propeller blades showed no bending or twisting, but wood fibers were embedded in the spinner.
Medical and Pathological Information
Autopsies determined the cause of death for both pilots as multiple blunt impact injuries. The flight instructor’s toxicology was negative for tested substances. The student pilot’s toxicology detected ethanol (0.014 g/dL in cavity blood, not in vitreous or urine) and delta-9-THC (7.3 ng/mL in cavity blood), among other cannabinoids. The autopsy noted a rapid tabletop drug screen positive for THC.