Amateur-built AA-1A accident near Point Of Woods, New York, July 31, 1998
On July 31, 1998 at about 11:00 pm local time, a amateur-built AA-1A, registered N9415L, was substantially damaged in an accident near Point Of Woods, New York. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper maintenance which resulted in the installation of an incorrect venturi and the subsequent loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 1998 · about 11:00 pm local time
- Place
- Point Of Woods, New York · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AA-1A
- Registration
- N9415L · no longer on the register · serial AA1A-0215
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was demonstrating an engine failure and forced landing to his passenger. At 800 feet above ground level, the pilot applied power to recover and the engine responded by running extremely rough with popping and coughing noises accompanied by vibration. Application of carburetor heat and use of the fuel boost pump aggravated the situation. With smoke entering the cabin, the pilot performed a forced landing to a beach, where the airplane nosed over during touchdown. Examination of the wreckage revealed fire damage in the area of the carburetor air intake box. The airplane's fuel lines were intact and no evidence of fuel leaks were observed. Disassembly of the carburetor revealed an incorrect venturi, part number 46-F12, was installed in the carburetor. The correct venturi part number was 46-F11. Review of the airplane's maintenance records revealed a two piece venturi was removed from the carburetor and a one piece venturi was installed about 50 hours prior to the accident.
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: airline transport pilot, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,106 hours in all; 40 in this make and model; 40 in the last 90 days; 5 in the last 30 days; 8,275 as pilot in command; 1,765 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection, February 20, 1998; 50 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AA-1A (piston); 0 hours total
The flight
- Departed from: ISP Islip NY at 11:30 pm
- Destination: FRG Farmingdale NY
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 140° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 5,500 ft
- Temperature: 75°F (24°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from ISP, 4 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.
Other NTSB records under N9415L the same tail number, which may have belonged to a different aircraft at the time
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.