Diamond Aircraft Industries DA 20-A1 accident near Warrenton, Missouri, April 21, 2007
On April 21, 2007 at about 8:15 pm local time, a Diamond Aircraft Industries DA 20-A1, registered N50ML, was substantially damaged in an accident near Warrenton, Missouri. 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
The pilot's inadequate pre-flight planning which resulted in exhaustion of the fuel supply and the unsuitable terrain encountered for the forced landing. A factor in the accident was inaccurate fuel quantity indication.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 21, 2007 · about 8:15 pm local time
- Place
- Warrenton, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Industries DA 20-A1
- Registration
- N50ML · no longer on the register · serial 10007
- 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 during cruise flight. Examination of the airplane after the accident revealed no usable fuel remaining in the fuel tanks. A photograph of the fuel gauge that was taken after the accident showed the gauge indicating about 3/4 tank. During the subsequent examination, the fuel gauge showed about 1/4 tank. In a telephone conversation, the pilot stated that the airplane had been aloft for about 3 hours at the time the engine quit. He stated that he was familiar with this type airplane and knew that the airplane was capable of about 3 hours and 45 minutes of flight endurance. He stated that he was planning on stopping for fuel within the next 10 minutes of the accident time. He did not have a planned fuel stop and he was going to use his global positioning system receiver to select a suitable airport for fuel. The pilot selected a gravel road for the forced landing but landed short in a field. A fuel receipt indicated that the airplane had been fueled at the departure airport with 21.5 gallons of fuel at 0941 eastern daylight time on the day of the accident. The type certificate data sheet lists the airplane's fuel capacity as 20.9 gallons with 20.3 gallons usable fuel. The accident time was reported as 1515 central daylight time.
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; instrument: airplane
- Flight time: 400 hours in all; 130 in this make and model
- Medical certificate: Class 3 (without waivers/limitations)
- Injury: no injuries
The aircraft
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 (piston); 0 hours total
The flight
- Departed from: UYF London OH at 5:00 pm
- Destination: Unknown
- Flight plan: none
Weather at the time
- Light: daylight
- Temperature: 0°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.