# NTSB MIA96FA229: Aero Commander 680E, N262X, Lakeland, FL, September 10, 1996 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: September 9, 1996, 20:10 local (Sep 10, 1996, 00:10 UTC) - Place: Lakeland, FL - Coordinates: 27.979326, -82.009971 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=27.9793&lon=-82.0100&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report June 30, 1997 - Report: Approved by Office Director - NTSB case key (mKey): 37914 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA96FA229 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/37914/pdf - Page: https://openairdocs.org/ntsb/MIA96FA229 ## Probable cause failure of the pilot to maintain minimum control speed, while returning to the airport for a precautionary landing, following a reported loss of power in one engine, which resulted in a loss of aircraft control and an uncontrolled collision with the terrain. Factors relating to the accident were: loss of power in the left engine for undetermined reason(s), and the pilot's apparent lack of familiarity with single engine operation in the make and model of aircraft. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - 1 engine - reason for occurrence undetermined (contributing factor) - Loss of control - in flight, maneuvering - turn to landing area (emergency) - precautionary landing - initiated, pilot in command - airspeed(vmc) - not maintained, pilot in command (cause) - aircraft control - not maintained, pilot in command (cause) - lack of recent experience in type of aircraft, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis After takeoff, the pilot transmitted to ATC controllers that he had lost power in an engine. He made a steep turn to the left back toward the airport, then a right turn toward the runway. The aircraft's nose dropped in the right turn, and the aircraft crashed nose first on a taxiway. Postcrash examination of the aircraft structure and flight control systems revealed no preimpact failure or malfunction. The left propeller was found in the feathered position, and the right propeller was found in a high blade angle. The right propeller had damage consistent with the engine operating. Teardown examination of the engines and propellers showed no findings that would have resulted in engine or propeller malfunction or failure. At the time the aircraft was purchased by the pilot in March 1996, he had not flown for about 10 years. Since purchasing the aircraft, he had logged 2.5 hours of transition/checkout in the airplane and had flown it for a total of about 22 hours, mostly on 'sight seeing flights.' ## Factual narrative HISTORY OF FLIGHT On September 9, 1996, about 2010 eastern daylight time, an Aero Commander 680E, N262X, registered to a group of individuals, crashed while returning to the Lakeland Linder Regional Airport, Lakeland, Florida, while on a Title 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed and the private-rated pilot was fatally injured. The flight was originating at the time of the accident. The flight departed runway 27 at Lakeland, en route to Winter Haven, Florida. Shortly after the takeoff, air traffic controllers observed the aircraft flying from the southwest back toward the airport, at about 150-200 feet. A short time later, the pilot reported he had an engine out. Controllers cleared the flight to land. No further transmissions were received from the pilot. Controllers observed the aircraft fly over the approach end of runway 9 while on a northeast heading. The aircraft entered a right bank and the aircraft's nose then dropped. The aircraft descended and impacted the ground nose first on the parallel taxiway to runway 9. PERSONNEL INFORMATION Federal Aviation Administration records indicate the pilot held a private pilot certificate with airplane single engine land and airplane multiengine land ratings, last issued on August 3, 1977. The pilot held a second class medical certificate issued on November 13, 1995, with the limitation that the holder shall possess correcting glasses for near vision while exercising the privileges of his airman certificate. One of the other owners of the accident aircraft stated the accident pilot had not flown for about 10 years before their purchase of the aircraft in March 1996. Since that time, the accident pilot had not flown the accident aircraft very much. A flight instructor at Aviation Career Academy stated that at the time of the accident the pilot was enrolled in the instrument rating preparation course and the multiengine instrument course. On the day of the accident this instructor performed one simulator session and two flights in a Beech 76 with the pilot. On the first flight in the Beech 76, the pilot was slow at performing engine out procedures. He attributed this to the pilot being "rusty" from not having flown for so many years. On the second flight in the Beech 76, they performed three or four engine out simulations and the pilot performed satisfactory. The pilot had completed preparation for the instrument rating and he was scheduled to take the FAA checkride for the rating on September 10, 1996. Additional information on the pilot in contained in this report under First Pilot Information and in attachments to this report. AIRCRAFT INFORMATION Information on the aircraft is contained in this report under Aircraft Information and in attachments to this report. METEOROLOGICAL INFORMATION Visual meteorological conditions prevailed at the time of the accident. Additional meteorological information is contained in this report under Weather Information. WRECKAGE AND IMPACT INFORMATION The aircraft crashed on taxiway "A", 100 feet east of taxiway "A2", at the Lakeland Linder Regional Airport, Lakeland, Florida. Examination of the crash site showed the aircraft impacted at a slow forward speed while at a high vertical descent rate and angle, while on a 71-degree heading. At the point of initial impact on the taxiway is the outline of a feathered propeller to the left of the fuselage marks and propeller cut marks to the right of the fuselage marks. After initial impact the aircraft slid to the northeast where it came to rest in the grass to the north of the taxiway. Examination of the aircraft wreckage showed all components of the aircraft necessary for flight were located on or around the main wreckage. Continuity of all flight control systems was established. All separation points within the flight control systems were consistent with overstress separation. The landing gear was in the retracted position at impact and partially extended during impact. The wing flaps were in the retracted position. There was no evidence of pre or postcrash fire on or around the aircraft. Examination of the aircraft fuel system showed each of three fuel tanks contained fuel. The left engine fuel selector control in the cockpit was found on the left outboard tank position. The electrically operated fuel valves for the left engine were found in the left outboard tank open position and center fuel tank closed position. The right engine fuel selector control in the cockpit was found in the fuel off position. The right engine fuel valves were found in the center tank open position and right outboard tank closed position. Each of the valves and control switches operated normally in postcrash tests. Examination of the left propeller showed internal impact marks and blade damage consistent with the propeller being in the feathered position at the time of impact. The left propeller governor operated normally during postcrash tests. Examination of the right propeller showed internal impact marks and blade damage consistent with the propeller being in the normal operating range and rotating at the time of ground impact. The right propeller governor operated normally during postcrash tests. No evidence of failure or malfunction of the left or right propeller or left or right governor was found. Teardown examination of the left engine showed that continuity was established with the crankshaft, camshaft, valve train, accessory drives, and reduction gear assembly. The engine contained oil, the oil screens were clean, and there were no signs of oil starvation damage. The reduction gear assembly had no rotational damage. The supercharger drive gear had no damage. The left engine fuel system contained uncontaminated fuel. The carburetor inlet screens contained no debris and the carburetor operated normally during post crash tests. The engine-driven fuel pump had a leak in the drive shaft seal but the pump produced adequate fuel flow and pressure to sustain normal engine operation. Each magneto operated normally during postcrash tests and each ignition harness tested normal. Each spark plug had deposit colors consistent with normal engine operation. Teardown examination of the right engine showed that continuity was established with the crankshaft, camshaft, valve train, accessory drives, and reduction gear assembly. The crankshaft counterweights were found installed in incorrect positions. No damage from this finding was present. The engine contained oil, the oil screens were clean, and there were no signs of oil starvation damage. The reduction gear assembly had rotational damage consistent with operation at the time of ground impact. The supercharger driveshaft gear teeth were torn from the shaft consistent with rotation at the time of ground impact. The right engine fuel system contained uncontaminated fuel. The carburetor inlet screens contained no debris and the carburetor operated normally during postcrash tests. The engine driven fuel pump had a leak in the drive shaft seal but the pump produced adequate fuel flow and pressure to sustain normal engine operation. Each magneto operated normally during postcrash tests and each ignition harness tested normal. Each spark plug had deposit colors consistent with normal engine operation. Additional wreckage and impact information is contained in Supplements A and B and in attachments to this report. MEDICAL AND PATHOLOGICAL INFORMATION Postmortem examination of the pilot was performed by Dr.Stephen J. Nelson, Medical Examiner, Lakeland, Florida. The cause of death was attributed to multiple blunt force traumatic injuries. No findings which could be considered casual to the accident were reported. Postmortem toxicology studies on specimens obtained from the pilot were performed by Dr. Nelson's office and Dr. Dennis ## Aircraft - Registration: [N262X](https://openairdocs.org/deregistered/N262X-1997-01-21), registration cancelled 1997-01-21, S/N 680E74538 (OpenAirDocs) - Reported make and model: Aero Commander 680E - Registry model: [Aero Commander 680-E](https://openairdocs.org/model/aero-commander-680-e) (registry code 0141604) (OpenAirDocs) - Category: Airplane - Serial number: 745-38 - Airframe hours: 5284 - Engines: Lycoming GSO-480-B1C6 340 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Robert D. Simpson - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 5, 1996, 87 hours before - Departed: LAL - Destination: GIF, WINTER HAVEN, FL - Airport: LAL, Lakeland Linder Regional, runway 27, 8,500 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 51; private; airplane ratings: single-engine land, multi-engine land; medical: class 2, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 6,893 total, 22 in this make and model, 6,433 as pilot in command, 32 in the last 90 days, 15 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: calm - Visibility: 12 statute miles - Lowest ceiling: 20,000 ft broken - Temperature: 84 °F, dew point 84 °F - Altimeter: 29.00 inHg - Observed at: LAL, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19960909026389A](https://openairdocs.org/incident/19960909026389A), Sep 9, 1996: Gulstm 680E, Lakeland, FL, Destroyed, 1 fatal. Lost left engine shortly after departing. Feathered same. Stalled circling to land. No anomalies found. ## Other investigations on N262X (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 NYC65F0191](https://openairdocs.org/ntsb/NYC65F0191), May 18, 1965: Aero Cmdr 680E (N262X), Warminster, PA, 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.