American AA-1 accident near Guernsey, Wyoming, July 25, 2004
On July 25, 2004 at about 4:30 pm local time, a American AA-1, registered N5667L, was destroyed in an accident near Guernsey, Wyoming (Camp Guernsey airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate use of carburetor heat which resulted in the formation of carburetor ice and loss of engine power. Factors contributing to the accident were weather conditions conducive for carburetor icing, and a lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 2004 · about 4:30 pm local time
- Place
- Guernsey, Wyoming · Camp Guernsey · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- American AA-1 · all AA-1s on the register
- Registration
- N5667L · no longer on the register · serial AA1-0067
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he just departed and was climbing. The pilot stated that the "engine started sputtering, and the tachometer went to 2200 rpm" and he was unable to maintain altitude. The pilot elected to land straight ahead due to "flatter" terrain. The airplane impacted a barbed wire fence and sage brush during the forced landing, causing substantial damage. The aviation routine weather report (METAR) reported the temperature as 77 degrees Fahrenheit (F) and the dewpoint was 54 degrees F. According to the Carburetor Icing Chart, these conditions are conducive for "serious icing at glide power." The contents of the airplane were weighed to calculate a weight and balance. The total weight of the airplane was calculated to be 1,580 pounds and the center of gravity was calculated to be 3 inches aft the most aft center of gravity limit.
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: 425 hours in all; 100 in this make and model; 50 in the last 90 days; 25 in the last 30 days; 350 as pilot in command
- Last flight review: February 14, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,377.9 hours
- Last inspection: annual inspection, July 14, 2004; 11.6 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C2C (piston); 0 hours total
The flight
- Departed from: 7V6 Guernsey WY at 4:30 pm
- Destination: OSH Oshkosh WI
- Flight plan: none
- Runway 14, 5,500 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 130° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,300 ft; a few clouds at 2,100 ft
- Temperature: 64°F (18°C), dew point 54°F (12°C)
- Altimeter: 30.34 inHg
- Observation at 3:53 pm from TOR, 28 miles away
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.