Rockwell Aero Commander 500

The airplane was operated as an on-demand cargo flight that impacted trees and terrain about one mile from the destination airport during a non-precision approach. Night instrument meteorological conditions prevailed at the time of the accident. The airplane was equipped with an "icing protection system" and a report by another airplane that flew the approach and landed without incident indicated that light rime icing was encountered during the approach. Radar data shows that the accident airplane flew the localizer course inbound and began a descent past the final approach fix. No mechanical anomalies that would have precluded normal operation were noted with the airplane.

The airplane did not gain altitude after takeoff and collided with trees and terrain off the departure end of the runway. Prior to takeoff the pilot received a computerized weather briefing that showed generally good conditions. The tower controller cleared the pilot to taxi to the active runway (runway 21) and issued winds, which were 300 degrees at 10 knots, a direct crosswind. During the initial climb after liftoff, the pilot saw that the airplane had stopped climbing and he asked for and received the wind information again. With the airplane not climbing and headed directly for some trees, the pilot maneuvered the airplane towards a clearing but the left wing hit a tree and the airplane descended into the ground. The pilot reported no mechanical problems with the airframe and engines. The density altitude was calculated to be 9,481 feet. The aircraft's gross weight at the time of takeoff was 6,000 pounds. Review of the Airplane Flight Manual climb performance charts for that aircraft weight at the pressure altitude and reported outside air temperature discloses that the airplane should have had a positive rate of climb of about 1,100 feet per minute. The airport was equipped with a wind information recording system, which had four sensors. Three sensors recorded wind information at ground level only. They were placed, one each, at the approach, middle, and departure ends of the runway. Wind data was recorded every 10 seconds. The system does not have the capability to predict or warn of wind shear events. During the aircraft's departure, the approach end sensor recorded winds at 068 degrees at 1 knot; the middle sensor recorded winds at 293 degrees at 5 knots; and the departure sensor recorded winds at 302 degrees at 2 knots. At the next data sampling (10 seconds later), the departure end sensor recorded a wind increase of 10 knots, and the approach end recorded a wind shift from a headwind to a tailwind at 10 knots. A full analysis of the weather conditions indicated that due to developing convection over the runway the airplane likely encountered a wind shear (increasing tailwind) event that seriously degraded the takeoff and climb performance.

The twin-engine airplane was observed at a low altitude of approximately 1,000 feet agl performing power off stall maneuvers. The witness described the first stall maneuver initiation and recovery as "good." During the second stall maneuver, the nose rose higher than it did during the first maneuver, the right wing dropped, followed by a steep nose down attitude. The airplane rotated about one and one half revolutions before disappearing behind trees. Prior to ground impact, the witness heard the engines rev up. The purpose of the flight was to demonstrate the airplane to a prospective buyer. A radar and aircraft performance study indicated that the accident airplane departed the airport and began a series of heading, speed and altitude changes ultimately crashing 14.6 nautical miles east of the departure airport. During several time periods, calculations of the calibrated airspeed indicated a trend towards and below published stall speeds of 63 knots flaps extended and 71 knots flaps retracted. No structural or mechanical anomalies were observed during an examination of the airplane and engine.

On May 31, 2002, about 1315 Atlantic standard time, an Aero Commander 500-B, N78336, registered to Bevins Air Service Inc., operating as a 14 CFR Part 135 air-taxi passenger/cargo flight ditched into the Atlantic Ocean, near Roseau, Dominica. Visual meteorological conditions prevailed and a VFR flight plan was filed. The airplane has not been located and is presumed to be destroyed. The commercial pilot has not been located and is presumed to be fatally injured. The deceased passenger was recovered from the Atlantic Ocean on June 4, 2002. The flight originated from Melville Hall Airport, Roseau, Dominica, at 1240. According to Organization of East Caribbean States (OECS) the pilot informed Guadeloupe Air Traffic Control that the airplane was experiencing engine problems and that he was returning to Dominica. The airplane was last observed on radar about six miles north of Dominica.

While descending to Puerto Plata Airport, the crew encountered poor weather conditions and limited visibility due to low clouds and fog. The twin engine aircraft struck the slope of Mt Loma del Toro located few km from Puerto Plata and was destroyed. All seven occupants were killed. The crew started the approach prematurely and descended too low in poor visibility.

The non instrument-rated pilot attempted VFR flight into known instrument flight conditions after being briefed by an FAA Automated Flight Service Station that VFR flight was not recommended. The pilot encountered instrument flight conditions while maneuvering on initial takeoff climb, experienced an in-flight loss of control (stall/spin) due to failure to maintain airspeed, and subsequent in-flight collision with trees and terrain.