Amateur-built AVID FLYER accident near Anchorage, Alaska, August 1, 1999
On August 1, 1999, a amateur-built AVID FLYER, registered N511AF, was substantially damaged in an accident near Anchorage, Alaska (Sleepers Airstrip airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to blockage of the airplane fuel system, a delamination of the fiberglass fuel tanks, and the usage of an improper fuel. A factor associated with the accident was the failure of the kit manufacturer to inform the pilot/owner against the usage of alcohol based fuel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 1, 1999
- Place
- Anchorage, Alaska · Sleepers Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AVID FLYER
- Registration
- N511AF · no longer on the register · serial 511
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The solo commercial pilot reported that during cruise flight the engine began to run rough, and lose power. He noted that for a short time, he was able to restore partial engine power by actuating the engine fuel primer. While attempting to land on a small, private airstrip, all engine power was lost, and the airplane collided with a stand of trees. An examination of the interior of the fiberglass fuel tanks revealed delamination of the resin material within the tank, and both main fuel tank outlets were blocked with a brown, plastic-like material. Examination of both in-line wing fuel filters revealed the presence of the same material found in the main fuel tanks. The pilot/owner stated that in the past, he had operated the airplane for about 40 hours using an alcohol based fuel. AVID Aircraft service letter number 03, dated 5/91, covering all AVID Flyer models, stipulates that a placard be placed near the filler neck stating, in part: 'NO ALCOHOL BLENDED FUELS. These fuels may cause deterioration of the fiberglass tanks or carburetor parts.' The pilot/owner stated that since he has owned the airplane, he has not received any warnings or directives concerning the use of alcohol based fuels directly from the manufacture of the airplane kit, AVID Aircraft, Inc.
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; single-engine sea; instrument: airplane
- Flight time: 1,031 hours in all; 41 in this make and model; 3 in the last 90 days; 2 in the last 30 days; 889 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 80 hours
- Last inspection: annual inspection, February 22, 1999; 6 hours since
- Maximum gross weight: 911 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 532LC (piston); 0 hours total
The flight
- Departed from: Z41 AK at 5:00 pm
- Flight plan: none
- Runway 9, 1,600 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.