American Aviation Corp. (Aac) AA-1 accident near Leesburg, Florida, February 9, 1992
On February 9, 1992 at about 4:14 pm local time, a American Aviation Corp. (Aac) AA-1, registered N6222L, was substantially damaged in an accident near Leesburg, Florida (Leesburg Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S FAILURE TO MAINTAIN AIRSPEED (VSO) WHILE MANEUVERING DURING A FORCED LANDING. THIS RESULTED IN AN IN FLIGHT LOSS OF CONTROL (STALL) AND IN FLIGHT COLLISION WITH TERRAIN. CONTRIBUTING TO THE ACCIDENT WAS THE PILOT-IN-COMMAND'S INADEQUATE MANAGEMENT OF FUEL.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 9, 1992 · about 4:14 pm local time
- Place
- Leesburg, Florida · Leesburg Municipal
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- American Aviation Corp. (Aac) AA-1
- Registration
- N6222L · registry record · serial 0422
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PRIVATE PILOT WAS MANEUVERING FOR LANDING IN VFR CONDITIONS WHEN THE ENGINE QUIT. THE PRIVATE PILOT DECLARED AN EMERGENCY AND REQUESTED A DIFFERENT RUNWAY. THE PRIVATE PILOT OVERFLEW THE RUNWAY IN A LEFT TURN TO LOSE ALTITUDE. DURING THE TURN ANOTHER PILOT REPORTED SHORT FINAL FOR THE SAME RUNWAY AND WAS INFORMED BY UNICOM RADIO TO CLEAR THE AREA. THE PASSENGER WITH THE PRIVATE PILOT INFORMED HER THAT THE OTHER AIRPLANE WAS NOT TURNING AWAY. THE PRIVATE PILOT BEGAN A LEFT TURN AND ATTEMPTED TO CLIMB. THE AIRPLANE STALLED AND COLLIDED WITH THE TERRAIN. THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PRIVATE PILOT WAS SERIOUSLY INJURED AND THE PASSENGER RECEIVED MINOR INJURY. EXAMINATION OF THE AIRPLANE BY THE FAA REVEALED THE RIGHT FUEL TANK WAS EMPTY AND NOT RUPTURED. THE FUEL SELECTOR WAS ON THE RIGHT FUEL TANK. THE LEFT FUEL TANK WAS NOT RUPTURED AND FULL OF FUEL.
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
- Flight time: 616 hours in all; 67 in this make and model; 8 in the last 90 days; 6 in the last 30 days; 579 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,221 hours
- Last inspection: annual inspection, March 15, 1991; 69 hours since
- Maximum gross weight: 1,465 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: X-16 Tampa FL at 3:30 pm
- Flight plan: none
- Runway 3, 4,162 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 10 knots
- Visibility: 7 statute miles
- Sky: scat at 25,000 ft
- Temperature: 54°F (12°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from ORL, 35 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.