Rockwell Aero Commander 685

On February 12, 2005, at 2110 central standard time, a Twin Commander 685 twin-engine airplane, Mexican registration XB-PRS, was destroyed upon impact with the ground following a loss of control during approach near Toluca, State of Mexico, in the Republic of Mexico. The commercial pilot was seriously injured and the two passengers were fatally injured. Night visual meteorological conditions prevailed for the domestic business flight. The flight originated from Cancun, State of Quintana Roo, Mexico, approximately 1930, with the Toluca International Airport as its intended destination. According to local authorities, the 1973-model airplane, serial number 12050, destroyed one residence and damaged two others when it crashed in a residential area near the airport. There were no injuries to anyone on the ground.

On December 14, 2004 at 1230 central standard time, an Aero Commander AC-685 twin-engine airplane, Mexican registration XB-GSG, was destroyed upon impact with terrain following a loss of control while maneuvering near Apodaca, State of Nuevo Leon, in the Republic of Mexico. The two commercial pilots and 3 passengers were fatally injured. The airplane, serial number 12058, was registered to a private individual. The flight originated from the Monterrey Del Norte Airport, near Monterrey, State of Nuevo Leon, Mexico, approximately 1225 and was en route to the McAllen-Miller International Airport (MFE), near McAllen, Texas, with Houston, Texas, as its final destination. Visual meteorological conditions prevailed for the business flight for which an instrument flight rules (IFR) flight plan was filed. According to local authorities the airplane was attempting to return to the airport when the accident occurred. The wreckage of the airplane was located on the 350-degree radial from the Monterrey VOR (ADN), for 2.3 nautical miles. A post-impact fire destroyed the aircraft. A post-impact fire consumed the aircraft.

Prior to takeoff from a private turf airstrip (1400'x 90'), the pilot adjusted the left engine's fuel pump. On takeoff roll the left engine began surging. The pilot continued the takeoff. The pilot lifted off at approximately 1000' and pulled back on the yoke to get over the trees on the left side of the airstrip. The airplane drifted to the left. The pilot said he stalled the airplane and should have pushed the yoke forward to gain airspeed. The Pilot Operating Handbook indicted a takeoff roll of approximately 2,500 feet was needed on a dry paved surface.

The pilot reported that shortly after takeoff, the right engine lost power. An aborted takeoff was performed, but the pilot was unable to maintain directional control, or stop the airplane before it swerved off the remaining runway. The airplane traveled down a 40 foot embankment then slid into a frozen swamp. Post accident inspection revealed a seized fuel pump rotor shaft and a broken coupling on the right engine's fuel pump.

The crew departed Indiana, Pennsylvania, on a flight to South Africa. A fuel stop was completed somewhere in Florida then the crew continued to Brazil. After takeoff from Recife-Guararapes Airport, en route to Libreville, Gabon, the crew informed ATC about his position some 150 km offshore and was cleared to climb to FL150 when radar contact was lost. SAR operations were initiated jointly between Brazilian and South African Authorities who dispatched a Lockheed C-130 Hercules. Following three unsuccessful days of research until the Ascension Island, the crew returned to South Africa. No trace of the aircraft nor both occupants was ever found.

During the flight the pilot reported that he would descend to cruise at 500 feet above ground level. Witnesses saw an aircraft at low level on the expected track, and others heard aircraft noise and then the sound of an impact. Weather conditions were overcast with low cloud covering the hills. The wreckage was found at an elevation of about 4,300 feet above mean sea level. The aircraft had apparently struck the ground while in a steep nosedown attitude and rotating to the right. A fire had broken out and engulfed the wreckage. The pilot, sole on board, was killed.

While turning from downwind to base leg, the aircraft was observed descending rapidly in a steep bank. Witnesses reported smoke was trailing from the aircraft. The aircraft crashed in an industrial area. An exam of the right engine revealed that the exhaust-to-turbo adapter, pn 641829, had fractured and separated. The fracture was a result of thermal fatigue and it had propagated across more than 95% of the area before final separation had occurred. Since an exam of the cowling and both engines showed no streaking heat or smoke patterns, the reported 'smoke' was attributed to exhaust gas. While there was a loss of power in the right engine, no other aircraft malfunctions were found that would have caused loss of control. All six occupants were killed.

On 17 July 1983 the pilot of Rockwell (Aero Commander) 685 aircraft VH-WJC submitted a flight plan to the Hobart Briefing Office for a private category flight from Hobart to Moorabbin, tracking via Launceston and Wonthaggi. The plan indicated that the flight would be conducted under the Instrument Flight Rules (IFR) at Flight Level 120 (12 000 feet altitude on standard atmospheric pressure of 1013.2 millibars), with two persons on board. The flight plan showed that the aircraft had a fuel endurance of 220 minutes, and carried an Emergency Locator Beacon (ELB) and life jackets. There was no indication that a life raft was carried. The aircraft departed Hobart at 1352 hours and, thereafter, the pilot made the appropriate radio reports to Hobart Tower, Launceston Control and Launceston Tower. The flight apparently progressed normally until 1452 hours when the pilot advised Launceston Control, "Er Whiskey Juliet Charlie we seem to have been in trouble with er fuel here the red er warning light comes on and the gauge is down . . .".At 1454 hours the pilot transmitted a Mayday call, indicating that he was descending from Flight Level 120 on track to Bass (a position reporting point), present position was 85 nautical miles (nm) from Launceston and he would be making a controlled ditching. Launceston Control immediately initiated the Distress phase of the Search and Rescue procedures and advised the Melbourne Operational Control Centre (OCC). Further communications between the aircraft and Launceston Control indicated that the aircraft was continuing descent on track towards Wonthaggi. The last position report from the pilot, at 1500 hours, was 94 nm from Wonthaggi. The last recorded transmission from the aircraft was at 1501 hours when the pilot confirmed that there were two persons on board. There were no indications at any time from the pilot that the fuel supply had been exhausted or that either engine had failed. It was estimated that the aircraft ditched at about 1505 hours, at an approximate position of 81 nm from Wonthaggi on the planned track. No trace of the aircraft nor both occupants was found.

After takeoff from Kansas City Airport, while climbing, the airplane suffered an engine failure. The airplane lost height and entered a spin then crashed in a field, bursting into flames. All four occupants were killed.

En route from Stuart to Beech Mountain, North Carolina, while in cruising altitude, the twin engine airplane went out of control. It entered an uncontrolled descent and crashed near Wrens, Georgia. The aircraft was destroyed upon impact and all five occupants were killed.