# NTSB ANC03LA035: Aero Commander 100, N4123X, North Pole, AK, March 21, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: March 21, 2003, 16:30 local (20:30 UTC) - Place: North Pole, AK - Coordinates: 64.75, -147.383331 - Nearby events: https://openairdocs.org/map.md?lat=64.7500&lon=-147.3833&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report August 26, 2003 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - Parties: Federal Aviation Administration - NTSB case key (mKey): 56682 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC03LA035 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56682/pdf - Page: https://openairdocs.org/ntsb/ANC03LA035 ## Probable cause The flight instructor's improper usage of the airplane's fuel mixture control, resulting in a loss of engine power during takeoff. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, takeoff - initial climb - mixture - improper use of, pilot in command(cfi) (cause) - Forced landing, emergency landing after takeoff - In flight collision with object, emergency landing after takeoff - object - tree(s) ## Analysis The flight instructor was providing primary flight instruction to the student pilot in a wheel-equipped airplane. The instructor pilot reported that just after takeoff from runway 15, about 100 feet above the runway, the airplane's engine began to run rough and lose power, and emergency engine procedures did not restore engine power. The airplane subsequently collided with a stand of trees at the departure end of the runway, and sustained substantial damage to the wings, fuselage, and empennage. An FAA inspector who inspected the airplane reported finding no preaccident mechanical anomalies. The student pilot reported to the FAA inspector that prior to the accident takeoff, just after starting the airplane's engine, the instructor pilot leaned the fuel mixture and applied full carburetor heat during the 15 to 20 minute engine warm-up time. He said that after the engine was warm, they taxied to the departure end of the runway, and started their takeoff roll, with the mixture control and carburetor heat in the same position. He reported that just after takeoff the engine began to run rough, and lose power. He added that the instructor pilot then took control of the airplane, pushed in the carburetor heat control (off), and all engine power was lost. The student pilot reported that immediately following the accident, both pilots noticed that the mixture control was still in the lean position. ## Factual narrative On March 21, 2003, about 1630 Alaska standard time, an Aero Commander 100 airplane, N4123X, sustained substantial damage when it collided with trees during a forced landing after takeoff from the Bradley Sky-Ranch Airport, North Pole, Alaska. The airplane was being operated as a visual flight rules (VFR) instructional flight under Title 14, CFR Part 91, when the accident occurred. The first pilot, seated in the right seat, a certificated flight instructor, and the second pilot, seated in the left seat, a student pilot, were not injured. The airplane was owned by the second pilot. Visual meteorological conditions prevailed, and no flight plan was filed. The local area flight originated at the Bradley Sky-Ranch Airport, about 1615. During a telephone conversation with the National Transportation Safety Board investigator-in-charge on March 25, the instructor pilot reported that he was providing flight instruction to the student pilot. The instructor pilot reported that after takeoff from runway 15, about 100 feet above the runway, the airplane's engine began to run rough and lose power. He said that emergency engine procedures did not restore engine power. The airplane collided with a stand of trees at the departure end of the airport, and sustained substantial damage to the wings, fuselage, and empennage. Prior to reporting the accident on March 25, the instructor and student pilot disassembled the airplane, transported it to a vacant lot on the airport, and covered it with a tarp. On March 28, a Federal Aviation Administration (FAA) airworthiness inspector, Fairbanks Flight Standards District Office, traveled to the Bradley Sky-Ranch Airport to inspect the accident airplane. The inspector reported finding no preaccident mechanical anomalies with the airplane. The FAA inspector added that during the inspection he spoke with the student pilot involved in the accident. The student pilot reported to the FAA inspector that prior to the accident takeoff, just after starting the airplane's engine, the instructor pilot leaned the fuel mixture and applied full carburetor heat during the 15 to 20 minute engine warm-up time. He said that after the engine was warm, they taxied to the departure end of runway 15, and started their takeoff roll, with the mixture control and carburetor heat in the same position. He reported that just after takeoff the engine began to run rough, and lose power. He said that the instructor pilot then took control of the airplane, pushed in the carburetor heat control (off), and all engine power was lost. The airplane collided with a stand of trees at the departure end of the airport. The student pilot reported that immediately following the accident, both pilots noticed that the mixture control was still in the lean position. ## Aircraft - Registration: [N4123X](https://openairdocs.org/deregistered/N4123X-2013-03-11), registration cancelled 2013-03-11, S/N 222, built 1968 (OpenAirDocs) - Reported make and model: Aero Commander 100 - Registry model: [Aero Commander 100](https://openairdocs.org/model/aero-commander-100) (registry code 0140202) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 222 - Airframe hours: 2023 - Engines: Lycoming O-320-A2B 150 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Leo A. Regner - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 12, 2002, 24 hours before - Departed: 95Z, North Pole, AK - Destination: 95Z, North Pole, AK - Airport: 95Z, North Pole, runway 15, 3,400 × 80 ft, gravel ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 43; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, valid medical--no waivers/lim.; last flight review September 29, 2001; seat: right; flight hours: 553 total, 21 in this make and model, 500 as pilot in command, 15 in the last 90 days, 10 in the last 30 days - Student pilot; age 64; injuries: none; student; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 19 total, 19 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 5 statute miles - Temperature: 1 °F ## Other investigations on N4123X (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CHI68F0661](https://openairdocs.org/ntsb/CHI68F0661), Mar 31, 1968: Aero Comdr 100 (N4123X), Marion, OH, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.