Amateur-built Avid Flyer Mk IV accident near Augusta, Kansas, June 21, 2008
On June 21, 2008 at about 1:00 pm local time, a amateur-built Avid Flyer Mk IV, registered N6880L, was substantially damaged in an accident during approach near Augusta, Kansas. 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
Failure of the engine cooling system's thermostat, causing the engine to overheat and seize. Contributing to the accident was the fence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 21, 2008 · about 1:00 pm local time
- Place
- Augusta, Kansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Avid Flyer Mk IV
- Registration
- N6880L · no longer on the register · serial 1115D
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine started overheating. The pilot turned around to return to the airport. On approach at approximately 500 feet, the engine seized. The pilot attempted to make a forced landing in a field, but the airplane landed hard on the terrain, bending the landing gear. It then slid 80 feet and struck a fence. The pilot reported that the thermostat failed, causing the engine to overheat and seize.
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
What happened, in order
- Powerplant sys/comp malf/fail during enroute (cruise)
- Loss of engine power (total) during approach defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng liquid cooling › Malfunction
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng liquid cooling › Failure
- factor Environmental issues › Physical environment › Object/animal/substance › Fence/fence post › Effect on equipment
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 12,000 hours in all; 20 in this make and model; 100 in the last 90 days; 8,000 as pilot in command
- Last flight review: February 19, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 15 hours
- Last inspection: condition inspection, October 27, 2007; 5 hours since
- Maximum gross weight: 1,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 (piston); 0 hours total
The flight
- Departed from: 3AU Augusta KS at 12:30 pm
- Destination: 3AU
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 15,000 ft
- Temperature: 72°F (22°C), dew point 61°F (16°C)
- Altimeter: 30.11 inHg
- Observation at 1:53 pm from ICT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.