Rockwell Aero Commander 500

The flight was on approach, and the pilot was in radio contact with approach control. For unknown reasons the pilot performed a 360-degree turn, without permission from the controller, and was then vectored to a different runway. After acknowledging the clearance to the new runway, the controller lost all contact with the flight. None of the radio communications indicated that the pilot was having mechanical or medical problems. A search was initiated by air and a debris field was located. Five yellow life jackets, 1 six man life raft, several unidentified pieces of white and gold airframe were recovered. The pilot and the wreckage were never recovered from the water. At the time of the accident the pilot's license had been suspended by the FAA.

Prior to departure the pilot believed that his airplane contained between 30 and 40 gallons of fuel, adequate for a 15-minute-long flight to another airport where he could purchase additional fuel. The pilot reported the fuel gauge registered 40 gallons, so he departed. During initial climb upon reaching an altitude of about 400 feet above the ocean, both engines simultaneously lost power. The pilot rocked the airplane's wings and experienced a 'short surge of power.' However, it lasted only a brief moment and all engine power was again totally lost. The pilot turned toward the shoreline, reduced airspeed, and ditched about 0.25 miles off shore. The overnight tide/wave action subsequently beached most of the airplane. In the pilot's report, he did not indicate having experienced any mechanical malfunctions. The Federal Aviation Administration (FAA) coordinator examined recovered portions of the airframe and engines. In pertinent part, the FAA reported finding no physical evidence of any mechanical malfunction with the examined components. However, because of the airframe damage sustained during immersion in the salt water and the subsequent destruction to components, the Safety Board was unable to document the integrity of the fuel quantity indicator system.

After departing on an IFR flight in VFR conditions, the flight had been cleared to climb from 3,000 to 4,000 feet, when the right engine lost power. The pilots diverted toward an uncontrolled airport, secured the right engine, & cancelled their IFR clearance. They made an approach to land on runway 15, then attempted a single engine go-around. During the go-around, the airplane yawed/rolled to the right in what the passenger believed was a VMC roll. It then struck power lines & crashed in a right wing low attitude. Investigation revealed that both pilots held multi-engine ratings. The owner said the pilot (PIC) had flown the airplane for a short time on 12/21/98; however, no other record was found to verify that either the pilot or copilot had flight experience in this make/model of airplane. Examination of the wreckage revealed evidence that the flaps were retracted, the landing gear was in transit, the left propeller was operating with power, & the right propeller was feathered. The airplane had a history of fuel flow fluctuations in the right engine. The diaphragm (P/N 364446) in the right engine distributor valve assembly was found ruptured. It was an old style diaphragm, which was colored black. Bendix Service Bulletin RS-76, issued 11/15/80, called for replacement of the black diaphragm with a red fluorosilicone diaphragm (P/N 245088) at overhaul. The engine was overhauled in June 1992. During maintenance in December 1997, both fuel system injectors & nozzles were tested; however, the distributor valve assembles were not tested. Calculations showed the airplane was loaded 116.3 lbs over the maximum allowable gross weight & 1.3 inches forward of the allowable CG range.

The aircraft had an in-flight breakup when the left wing and tail section separated. Post accident inspection revealed a right engine main fuel supply line progressive rupture, only trace amounts of fuel in the fuel lines, and no rotational damage to the right engine. Pre accident, long term, fuel leak evidence surrounded the ruptured line. The right propeller was not feathered. The left wing D-tube rib at station 127 exhibited compressive buckling. Left wing fractures were upward, and horizontal stabilizer deformation was downward. During an actual loss of engine power in the airplane 17 months before this accident, the pilot had feathered the incorrect propeller. Both a mechanic, and an FAA safety counselor, who were familiar with the pilot, described him as able to be disoriented, and reliant on GPS for navigation. He had stated five months before the accident that he did not feel his instrument flying skills were proficient, and desired training. On the day of the accident, weather was visual meteorological conditions, with layered clouds above 2,200 feet mean sea level. The pilot stated to the FAA weather briefer that he wanted to make the flight under visual conditions. The flight route and altitude was unknown.

The pilot departed on a VFR flight behind another company airplane. About 5 minutes after takeoff, the pilot informed the pilot in the lead airplane that he was having a generator problem, and that he would monitor them. The lead airplane landed at a different airport, and waited for the other pilot to join him after dropping off his passengers at another airport. The pilot did not arrive at either airport. All shipping vessels along the airplane's expected course were requested to report any sightings. No contact was reported and the search was terminated. Aircraft damage and injuries are presumed.

On July 10, 1995, about 1430 eastern daylight time, an Aero Commander 500, N89M, registered to Candy Yellow Apple, Inc., leased to and operated by Palm Beach Aviation, experienced separation of a propeller blade during the ground roll to takeoff from the Treasure Cay Airport, Treasure Cay, Bahamas. The nonscheduled, international, passenger flight was operating under 14 CFR Part 135. Visual meteorological conditions prevailed at the time and a VFR flight plan was filed for the flight. The airplane was substantially damaged and the airline transport- rated pilot and five passengers were not injured. One passenger was fatally injured. The flight was originating at the time of the accident.

Shortly after takeoff, while in initial climb, the twin engine aircraft went out of control and crashed in a field located 2 km from the airport. Both pilots were killed. The aircraft was engaged in a cargo flight and was carrying a load of newspapers.

The aircraft had not flown for 2 years. Before flight, a mechanic saw evidence of fuel leaking at drain holes in the left wing root, just aft of the main cabin door. He brought this to the attention of the pilotrated passenger, who shortly thereafter, departed in the aircraft with the pilot (pic), the aircraft owner and a passenger/mechanic. About 14 minutes after takeoff, radar data showed the aircraft transitioning from a climb to a descent, while in a 180°turn. Also, witnesses saw smoke/flames trailing from the aircraft. Subsequently, the aircraft impacted trees and power lines, then it crashed in a small flat field in hilly terrain. Post-crash examination revealed melted aluminum spatters on the leading edge and underside of the left horizontal stabilizer. Also, 'focalized' fire damage was noted on the cabin behind the drain holes in the left wing root. Tetrahydrocannabinol carboxylic acid (marijuana) was detected in the pilot-rated passenger's blood (0.004 ug/ml) and urine (0.010 ug/ml).

The airplane was observed by witnesses in a rolling maneuver, followed by the separation of the left wing and collision with trees. Witnesses stated that the pilot had performed acrobatics in this airplane on other occasions. The airplane flight manual prohibits intentional acrobatics. No evidence of corrosion or fatigue in the wing spar or support structures was observed.