On July 14, 2006, approximately 1145 central daylight time, a single-engine Grumman AA-1 airplane, N93010, was substantially damaged during a forced landing following a reported loss of engine power during cruise flight near Floydada, Texas. The private pilot and passenger were not injured. The airplane was registered to and operated by a private individual. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from Gillespie County Airport (T82), near Fredericksburg, Texas, and was destined for the Dalhart Municipal Airport, near Dalhart, Texas. The 666-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that he was in cruise flight, when he noticed the fuel pressure was "higher than normal". The pilot observed no change in fuel pressure after he changed fuel tanks and switched on the electric fuel pump. The pilot added that "approximately 3 minutes later, [the] fuel pressure dropped to zero and the engine stopped producing power." The pilot then switched tanks again, and replaced the fuse for the electric fuel pump. The engine's fuel pressure was not restored, and the pilot elected to perform a forced landing to a cotton field. According to a Federal Aviation Administration (FAA) inspector, who responded to the accident site, the aircraft sustained structural damage during the forced landing. The inspector also noted that the airplane's fuel tanks contained fuel. The inspector checked the airplane's fuel system soon after the airplane was recovered. When switched "on," the electric fuel pump appeared to "work;" however, no fuel was pumped through the lines since the fuel lines and tanks were emptied during the airplane's recovery and transport to a nearby facility. The reason for the reported loss of pressure and engine power could not be determined. The inspector added that the airplane was originally equipped with a Lycoming O-235 engine; however, this particular airplane was equipped with a 150-horsepower Lycoming O-320 engine. Additionally, the airplane had auxiliary fuel tanks installed. Both modifications were approved under Supplemental Type Certificates (STC's). At 1153, the automated weather observing system at DHT, approximately 5 miles north of the accident site, reported wind at 040 degrees at 12 knots, 10 miles visibility, a clear sky, temperature 93 degrees Fahrenheit, dew point 55 degrees Fahrenheit, and an altimeter setting of 30.18 inches of Mercury.