American AA-1 accident near Borego Springs, California, March 10, 1990
On March 10, 1990 at about 11:16 pm local time, a American AA-1, registered N5655L, was destroyed in an accident near Borego Springs, California. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER IN-FLIGHT PLANNING/DECISION BY THE PILOT, AND HIS FAILURE TO MAINTAIN SUFFICIENT AIRSPEED AND ALTITUDE, WHICH RESULTED IN A STALL/MUSH INTO RISING MOUNTAINOUS TERRAIN. FACTORS RELATED TO THE ACCIDENT WERE: THE TERRAIN AND WEATHER CONDITIONS, AND FAILURE OF THE ENGINE TO PROVIDE FULL POWER, DUE TO IMPROPER MAINTENANCE AND SUBSEQUENT WEAR OF THE CAM LOBES & TAPPETS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 10, 1990 · about 11:16 pm local time
- Place
- Borego Springs, California · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- American AA-1 · all AA-1s on the register
- Registration
- N5655L · no longer on the register · serial AA1-0055
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT HAD FLOWN 228 HRS, SINCE THE ENG WAS OVERHAULED. THE OVERHAUL WAS DONE BY THE OWNERS & SIGNED OFF BY AN A & P MECH. DRG THE OVERHAUL, THE CAM SHAFT WAS GROUND & THE TAPPETS RESURFACED. THE LYCOMING O/H MANUAL STATED THAT IF THE CAM SHAFT WAS REPLACED OR REGROUND, NEW TAPPETS MUST BE INSTALLED TO PREVENT SEVERE WEAR & SPALLING OF THE CAM LOBES & TAPPET BODIES. EXAM OF THE ENG REVEALED THAT THE CAM LOBES & TAPPETS FOR THE #1 & #2 CYLS WERE SEVERELY SPALLED & WORN DOWN TO ABOUT HALF THE NORMAL PROFILE. LYC TECH REPS SAID THE CAM LOBE WEAR WOULD CHANGE THE DURATION & AMOUNT OF VALVE ACTION, REDUCING THE POWER OUTPUT ABILITY. OTR DISCREPANCIES WERE FOUND DURING THE EXAM OF THE ENG. AFTER DEPG, THE ACFT CLIMBED TOWARD THE MTNS. THE TRRN RISE WAS ABOUT 470 FT/MI & THE ACFT WAS CAPABLE OF CLIMBING AT ABOUT 350 FT/MI. WITNESSES SAW THE ACFT APCH THE MTN RIDGE LOW & SLOW, THEN TURN LEFT AS IT BEGAN A DSCNT TO THE GND. HIGH WINDS WERE BLOWING ACROSS THE RIDGE AT THE TIME & CLOUDS TOPPED THE MTNS.
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
- Flight time: 1,201 hours in all; 100 in this make and model; 55 in the last 90 days; 22 in the last 30 days; 1,052 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 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: L08 Borego Springs CA at 11:00 pm
- Destination: SEE El Cajon CA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 10 knots, gusting 15
- Visibility: 50 statute miles
- Sky: broken clouds at 1,500 ft; scat at 800 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.