American AA-1 accident near Selma, California, March 13, 2004
On March 13, 2004 at about 11:05 pm local time, a American AA-1, registered N6175L, was substantially damaged in an accident near Selma, California (Selma 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
The pilot's inadequate preflight planning, which failed to assure adequate takeoff performance, and his failure to abort the takeoff. The aircraft inadequate weight and balance was a contributing factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2004 · about 11:05 pm local time
- Place
- Selma, California · Selma · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- American AA-1 · all AA-1s on the register
- Registration
- N6175L · no longer on the register · serial AA1-0375
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with a berm during the takeoff initial climb. The pilots reported the airplane seemed to accelerate normally. When the airplane obtained an airspeed of 65 knots, the airplane became airborne but settled back onto the runway. The pilot continued the attempted takeoff, the aircraft accelerated to 70 knots and he rotated again, but the airplane never got out of ground effect. The pilot saw the berm at the end of the runway and tried to turn the airplane parallel to the berm. The airplane impacted the berm and flew into the air, coming to rest on the other side of the berm. The pilot reported no loss of power or any mechanical malfunctions with the airplane. The computed weight and balance for the accident flight indicated that the airplane exceeded the certificated maximum gross weight by 107 lbs. The computed center of gravity was 2.8 inches forward of the most forward allowable center of gravity.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,151 hours in all; 250 in this make and model; 2,151 as pilot in command; 184 on instruments
- Last flight review: June 17, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,466.1 hours
- Last inspection: annual inspection, August 21, 2003; 15.9 hours since
- Maximum gross weight: 1,560 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A1B (piston); 0 hours total
The flight
- Departed from: 0Q4 Selma CA at 11:05 pm
- Flight plan: none
- Runway 28, 2,490 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 9:56 pm from FAT, 14 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.