Aero Comp Inc COMP-AIR-6 accident near Indiantown, Florida, March 5, 2000
On March 5, 2000 at about 7:44 pm local time, a Aero Comp Inc COMP-AIR-6, an amateur-built aircraft,, registered N61520, was substantially damaged in an accident near Indiantown, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The maintenance personnel inadequate inspection of the fuel system that resulted in loss of engine power due to fuel filter contamination.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 2000 · about 7:44 pm local time
- Place
- Indiantown, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Comp Inc COMP-AIR-6, amateur-built
- Registration
- N61520 · registry record · serial 96105
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The day before the flight the pilot had topped-off the fuel tanks with aviation fuel and he had flown the airplane about 25 minutes after the refueling. After the 25-minute flight, the pilot parked the airplane, and it was not flown again until the next day. Before the flight, the pilot received a weather briefing, filed a flight plan, and completed a preflight inspection. The fuel sample taken during the preflight inspection was free of visible contaminates. About one hour and 44 minutes into the flight, the pilot experienced a loss of engine power. The pilot selected a nearby orange grove for a forced landing and established an approach to a road in the orange grove. As the pilot maneuvered the airplane for the touchdown, the tail section of the airplane collided with a tree, the airplane turned several degrees, collided with the ground, and slid into an embankment. During the examination of the airplane, rust and other debris were recovered from the fuel system filter assembly. The composition of the debris was not determined, however the debris reduced the normal flow of fuel through the fuel system. The airplane had undergone routine maintenance and preflight inspections.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,500 hours in all; 40 in this make and model; 10 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 390 hours
- Last inspection: annual inspection, February 15, 2000; 15 hours since
- Maximum gross weight: 3,000 lb
- Seats: 6
- Landing gear: fixed
- Engine: Franklin 6A-360-C (piston); 0 hours total
The flight
- Departed from: HST Homestead FL at 6:00 pm
- Destination: COI Merritt Island FL
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 7:00 pm from VRB, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.