American Aviation Corp. (Aac) AA-1A accident near Levittown, Pennsylvania, May 28, 2005
On May 28, 2005 at about 5:05 pm local time, a American Aviation Corp. (Aac) AA-1A, registered N9346L, was substantially damaged in an accident near Levittown, Pennsylvania (Northeast Philadelphia Airport). It was an aerial observation flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper in-flight planning which resulted in a total loss of engine power due to fuel exhaustion. A factor in the accident was the pilot's failure to maintain airspeed during the forced landing, resulting in an inadvertent stall and uncontrolled descent into trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 2005 · about 5:05 pm local time
- Place
- Levittown, Pennsylvania · Northeast Philadelphia Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- American Aviation Corp. (Aac) AA-1A
- Registration
- N9346L · no longer on the register · serial AA-1A-0046
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While returning to his departure airport on a traffic reporting flight, the pilot reported a loss of power and advised that he was going to land in a field. The airplane was then observed in its final moments of flight to parallel a road, then bank to the right and strike trees in a nose down inverted attitude. All major components of the airplane were accounted for at the accident site. No preimpact damage or malfunctions of the airplane or its powerplant were observed. No spillage, staining or smell of fuel was noted. The pilot was found in the right seat of the airplane. A portable video player and study materials for his flight instructors rating were found nearby and it was discovered that the pilot had on more than one occasion asked other pilots about doing maneuvers during traffic patrol flights.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 552 hours in all; 220 in this make and model; 38 in the last 90 days; 6 in the last 30 days; 368 as pilot in command
- Last flight review: September 1, 2004
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C2C (piston); 0 hours total
The flight
- Departed from: PNE Philadelphia PA at 2:26 pm
- Destination: PNE
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 190° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 46°F (8°C)
- Altimeter: 29.79 inHg
- Observation at 4:54 pm from PNE, 9 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.