American Aviation Corp. (Aac) AA-1A accident near Eudora, Kansas, August 6, 2004
On August 6, 2004 at about 2:30 pm local time, a American Aviation Corp. (Aac) AA-1A, registered N9442L, was substantially damaged in an accident near Eudora, Kansas (New Century Aircenter airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to fuel starvation resulting from the pilot's selection of a fuel tank with an insufficient quantity remaining.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 6, 2004 · about 2:30 pm local time
- Place
- Eudora, Kansas · New Century Aircenter · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- American Aviation Corp. (Aac) AA-1A
- Registration
- N9442L · no longer on the register · serial AA1A-0242
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was substantially damaged during a forced landing following a loss of engine power. The pilot reported that they were returning after an approximately 30 minute local flight when the engine began to run rough. The airplane was established in a descent and the pilot leveled off at 1,200 feet above ground level. He stated that he moved the mixture control to full rich, however, the engine quit completely. The pilot stated he saw an open field to his right and set-up for a forced landing. He reported that due to the low altitude, he did not switch fuel tanks or attempt to determine the cause of the loss of engine power. The pilot stated the airplane touched down in the field on the main landing gear. He attempted to hold the nose wheel off the ground as long as possible, however, when it dropped the airplane nosed over. The airplane came to rest inverted. A post-accident examination was conducted. Fuel was leaking out of the left tank cap and when the cap was loosened fuel began pouring out of the tank. The right fuel tank cap was secure and when removed, the tank appeared to be empty. No evidence of fuel on the ground was observed at the accident site. The cockpit fuel selector was set to the right tank. Inspection of the fuel system did not reveal any anomalies. No debris was observed in samples taken from the system.
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: private
- Ratings: single-engine land
- Flight time: 500 hours in all; 7 in the last 90 days
- Last flight review: June 1, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Injury: minor injuries
The aircraft
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: IXD Olathe KS at 2:00 pm
- Destination: IXD
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 140° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 55°F (13°C)
- Altimeter: 30.20 inHg
- Observation at 2:53 pm from IXD, 12 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.