Diamond Aircraft Industries DA20-A1 accident near Cedar Key, Florida, September 4, 1999
On September 4, 1999 at about 10:45 pm local time, a Diamond Aircraft Industries DA20-A1, registered N196DA, was substantially damaged in an accident near Cedar Key, Florida (George T. Lewis Airport). 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
The pilot's failure to follow the checklist (turn Fuel Valve-On, and activate electric fuel boost pump) and the pilot's decision to continue flight with a known unairworthy condition (illumination of low fuel pressure warning light on takeoff roll) with sufficient runway remaining to abort the takeoff. This resulted in a subsequent loss of engine power on initial takeoff climb, forced landing, and in-flight collision with trees and terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 1999 · about 10:45 pm local time
- Place
- Cedar Key, Florida · George T. Lewis Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Industries DA20-A1
- Registration
- N196DA · registry record · serial 10056
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot did not ensure that the fuel valve was on nor did he activate the electric fuel boost pump before takeoff. The low fuel warning light illuminated on takeoff roll with sufficient runway remaining to abort the takeoff. The pilot elected to continue the takeoff. The airplane experienced a loss of engine power and a forced landing was initiated. The airplane collided with trees, and crashed while maneuvering to a forced landing area. The engine was removed and mounted in a test stand. The engine started immediately and sustained normal operations. The mechanical fuel pump functioned normally in all operating conditions. The low fuel warning light did not flicker or illuminate when using any combination of the mechanical or electric fuel pump. With the fuel valve turned to the off position the engine would run for about 2.4 minutes at full power before losing power.
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: 67 hours in all; 67 in this make and model; 17 in the last 90 days; 17 in the last 30 days; 34 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,229 hours
- Last inspection: annual inspection, August 23, 1999; 26 hours since
- Maximum gross weight: 1,603 lb
- Seats: 2
- Landing gear: fixed
- Engine: Bombardier 912-F3 (piston); 0 hours total
The flight
- Departed from: CDK at 10:43 pm
- Destination: TBR Statesboro FL
- Flight plan: none
- Runway 23, 2,335 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 10:55 pm from GNV
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.