Amateur-built MAXAIR DRIFTER accident near Mexico, Missouri, September 23, 1995
On September 23, 1995 at about 11:45 pm local time, a amateur-built MAXAIR DRIFTER, registered N4255Q, was substantially damaged in an accident near Mexico, Missouri (Mexico Memorial airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel exhaustion as a result of excessive fuel flow, and failure of the pilot not properly monitoring fuel consumption. Rough/uneven terrain in the emergency landing area was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 1995 · about 11:45 pm local time
- Place
- Mexico, Missouri · Mexico Memorial · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built MAXAIR DRIFTER MAXAIR DRI
- Registration
- N4255Q · no longer on the register · serial H630503
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT HE BASED HIS FUEL CALCULATIONS ON THE TYPICAL FUEL BURN OF 4.5 GALLONS PER HOUR. ON THE FIRST LEG OF THE FLIGHT, HIS CALCULATIONS WERE ACCURATE. HE REPORTED THAT ON THE SECOND LEG OF FLIGHT, THE ENGINE QUIT RUNNING AS A RESULT OF FUEL EXHAUSTION, LESS THAN A MILE FROM HIS DESTINATION. SUBSEQUENTLY, THE AIRPLANE WAS DAMAGED DURING AN OFF-AIRPORT LANDING. THE ENGINE WAS TESTED FOR FUEL CONSUMPTION, AND IN ONE TEST, IT HAD AN ABNORMALLY HIGH FUEL RATE OF 6.51 GALLONS PER HOUR. THE TEST ALSO REVEALED FUEL LEAKING AT THE PTO CARBURETOR FLOAT BOWL VENT. AFTER CLEANING AND INSPECTING THE NEEDLE AND SEAT, NO FURTHER ABNORMAL FUEL CONSUMPTION WAS NOTED. THE PILOT REPORTED THAT HE HAD NOT TESTED OR CALIBRATED HIS FUEL INDICATOR AND DID NOT KNOW HOW MUCH FUEL REMAINED IN THE TANK BY VISUALLY CHECKING THE FUEL INDICATOR. HE HAD DECIDED AGAINST REFUELING EN ROUTE BASED ON HIS AVERAGE FUEL BURN CALCULATIONS.
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: multi-engine land; single-engine land
- Flight time: 349 hours in all; 141 in this make and model; 42 in the last 90 days; 18 in the last 30 days; 234 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 141 hours
- Last inspection: annual inspection, October 30, 1994; 27 hours since
- Maximum gross weight: 1,075 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 (piston); 0 hours total
The flight
- Departed from: CTK Canton IL at 10:00 pm
- Flight plan: none
- Runway 24, 5,501 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 4 knots
- Visibility: 20 statute miles
- Temperature: 54°F (12°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 11:53 pm from UIN, 60 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.