Accident Overview
On August 1, 2020, a Grumman American AA-5 (registration N7192L) was involved in an accident near Marion County Airport (X35) in Dunnellon, Florida, resulting in substantial damage to the aircraft. The private pilot, who held a certificate for airplane single-engine land, was fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pre-Flight Events
According to the airport manager, the pilot texted his girlfriend at 1527 eastern daylight time, stating he intended to "fly a couple laps" around the traffic pattern. No flight plan was filed, and the pilot was not in communication with air traffic control. When the girlfriend did not receive further contact, she notified the airport manager, who alerted law enforcement. A search found the airplane the following morning less than 1 mile west of the airport in heavily wooded terrain. There was no post-impact fire.
Aircraft History and Assembly
The airplane's co-owner reported that she and the pilot had recently purchased the aircraft, which had not flown in 14 years and was "in pieces" when acquired. The unassembled airplane was transported to the pilot's home, partially assembled there, then moved to X35 for final assembly. The pilot did not hold an FAA mechanic certificate but was known to restore, build, and repair vehicles and boats. The co-owner stated that the pilot performed a test flight on July 14, 2020, and reported some gauges, including what she believed was a fuel gauge, were not working.
Previous Issues
The airport manager noted that the pilot had flown the airplane a few times before the accident. On one occasion, the engine sputtered and lost power, but the pilot landed safely. The pilot attributed the issue to a problem with the left fuel tank and a gauge "acting up." A friend of the pilot recalled being told about a fuel gauge issue, a fuel pump problem, and a fuel leak in one of the fuel bladders. The friend believed the pilot had addressed those issues but was unsure of the method.
Accident Site and Airframe Examination
The airplane collided with multiple trees and came to rest inverted. All major airframe components were accounted for. Both wings and their control surfaces sustained impact damage, and the left and right fuel tanks were breached. Both horizontal stabilizers and elevators separated from the airframe due to impact; the tips of both elevators were secured with duct tape. The rudder remained attached, and extensive corrosion was observed on the elevators' and rudder's internal structures. Despite breaks in the flight control system from impact forces, continuity for each control surface was established to the cockpit.
Engine and Fuel System Examination
The carburetor sustained impact damage and partially separated from the engine. The fuel inlet fitting bore was fractured, and the fitting and hose separated. The fuel inlet screen was not observed. Disassembly of the carburetor revealed about 1 teaspoon of water and no fuel in the bowl; water presence was confirmed with water-finding paste. Internal corrosion was noted. The engine-driven fuel pump was fractured, with the pumping section separated. Its internal check valves and surfaces were heavily corroded, though rubber diaphragms were undamaged. Debris was found in the hose between the auxiliary fuel pump and the engine-driven pump; a partial obstruction was present, and additional rubber debris was consistent with hose lining damage during fitting installation. The auxiliary fuel pump switch was found in the "on" position, consistent with the pilot's operating handbook for takeoff and landing. No other pre-impact anomalies were identified.
Fuel and Maintenance Records
The airplane had two fuel tanks holding a total of 38 gallons (37 usable). The pilot purchased 18 gallons on June 13, 2020, and 5 gallons on June 16, 2020, totaling 23 gallons. The last annual inspection was completed on August 18, 2001, at an airframe total time of 2,029.66 hours and tachometer time of 1,920.66. At the accident, the tachometer read 1,922.21, indicating 1.55 hours since that inspection (almost 19 years prior). The Lycoming O-320-E2G engine, with an average fuel burn of about 5.2 gallons per hour, was last overhauled on March 31, 1996, and had an annual inspection on July 2, 1996. No further overhauls were recorded. The engine manufacturer recommends overhaul within 12 calendar years to mitigate age-related deterioration. The FAA mandates annual inspections under 14 CFR 91.409.
Pilot Information
The pilot's last FAA third-class medical certificate was issued on November 21, 2017, and expired at the end of November 2019. His flight hours at the time of issuance were not reported, and his logbooks were unavailable for review.