N1365R

On October 3, 1996, at 1045 hours Hawaiian standard time, a Grumman American AA-1B, N1365R, en route to Kahului, Hawaii, experienced engine failure and ditched in the Pacific ocean. The aircraft sank and was not recovered. The pilot and sole occupant were not injured. The aircraft was operated as a personal flight by a private owner when the accident occurred. The flight originated in Kona, Hawaii, at 1009 on the morning of the accident. Visual meteorological conditions prevailed at the time and no flight plan was filed.

The pilot reported that about 36 minutes after takeoff, the engine quit and he was forced to ditch in the ocean. He made an emergency radio call to Honolulu Center on VHF 126.0 but got no response. The emergency occurred while the aircraft was in cruise flight at 1,000 feet msl. He attributed his inability to contact the center to the aircraft's low altitude at the time of the call. After ditching, the pilot donned an onboard life vest and exited the aircraft. The aircraft was last observed on center radar at a position of 19 degrees 59.18 minutes north latitude and 155 degrees 56.48 minutes west longitude.

At 0439 on October 4, 1996, the issuance of an ALNOT was requested and issued by two friends of the pilot. The pilot was in the water from the time of the accident until about 1110 on October 4, 1996. He was located by U.S. Coast Guard rescue personnel about 19.4 miles DME from the Upolu Point VORTAC on the 294 degree radial.

On the morning of the flight, a refueler at Century Aviation gas pit reported that he topped off both tanks with 18 gallons of aviation gasoline. He saw the pilot add a quart of oil to the engine. There were no subsequent reports of fuel problems from any other aircraft that were serviced before or after that period.

According to the statement of the mechanic who had worked on the aircraft, a newly overhauled carburetor had been installed in the aircraft. He reported that he performed the installation in accordance with the Grumman Trainer Service Manual. After installation, he performed a satisfactory static run-up and checked the engine compartment for leaks and other discrepancies. He reinstalled the cowling, completed the logbook entries, and returned the aircraft to service on September 30, 1996. It is not known how many hours the aircraft flew after the installation was completed.

Maintenance personnel reported that all the aircraft logbooks were in the aircraft at the time of the accident. The pilot reported that only the Hobbs/tachometer log and some snack food were onboard. No aircraft logbooks have been found or recovered.