Pilot Says He Thought Plenty Of Fuel Was On Board
The NTSB investigation of the May
25th crash of an Aero Commander (file photo, below) in Daytona
Beach, Florida, which killed one person and injured the pilot, is
focusing on whether the airplane had sufficient fuel on board.
While the preliminary on-site investigation did not find sufficent
fuel in the tanks of the airplane, or odor of fuel on inspection,
pilot Andy Clark told the Daytona Beach news Journal he checked the
fuel before flight, and thought he had about 110 gallons on board.
The person killed was Clark's father, 80 year old Port Orange
businessman Doug Clark.
A condensed version of the NTSB preliminary report
follows:
NTSB Identification: ERA09FA303
14 CFR Part 91: General Aviation
Accident occurred Monday, May 25, 2009 in Daytona Beach, FL
Aircraft: AERO COMMANDER 500 S, registration: N73U
Injuries: 1 Fatal, 1 Serious.
This is preliminary information, subject to change, and may
contain errors. Any errors in this report will be corrected when
the final report has been completed.
On May 25, 2009, at 0846 eastern daylight time, an Aero
Commander 500S, N73U, operated by Commonwealth Aviation
Corporation, was substantially damaged following a partial loss of
engine power and collision with terrain, during a forced landing
after takeoff from Daytona Beach International Airport (DAB),
Daytona Beach, Florida. The certificated private pilot was
seriously injured, and the pilot-rated passenger was killed. Visual
meteorological conditions prevailed and no flight plan was filed
for the personal flight that departed about 0843, and was conducted
under the provisions of 14 Code of Federal Regulations Part 91.
Preliminary information from the FAA revealed that the
airplane was cleared for takeoff from runway 7R. About 1 minute
after takeoff, the pilot reported "an engine failure" and announced
his intention to return for landing on runway 25R. Witnesses in the
vicinity of the airport, approximately 1/2 mile off the departure
end of the runway, reported the engine noise from the accident
airplane was "surging" as the airplane passed overhead, and one
witness described a "radical" turn back to the airport.
Two witnesses, at their motorcycle repair shop, stated that only
one engine was running. They added that the engine was "revving,"
and would then "conk out" before revving up again. As the engine
surged, the airplane would "shuffle left and right." One witness
described the airplane "just hanging there" as it turned back to
the airport. The airplane flew west out of view before it crashed
on the 1,000-foot grass safety area prior to the approach end of
runway 25R.
A preliminary review of radar data revealed that the pilot
declared the emergency when the accident airplane was leveling off
at about 1,000 feet, about 1.75 miles from the departure end of the
runway. During the turn back to the airport, the airplane descended
to 700 feet, then climbed back to 1,100 feet. During the descent to
the airport, the data showed the airplane at 93 knots, 700 feet and
1 mile from the runway, and 90 knots, at 500 feet and 1/2 mile from
the runway.
A review of FAA and pilot records revealed that the pilot held a
private pilot certificate, with ratings for airplane single-engine
land, airplane single-engine sea, airplane multiengine land, and
instrument airplane. His most recent FAA third-class medical
certificate was issued on July 17, 2007. The pilot reported 1,250
total hours of flight experience on that date. Review of the
pilot's logbook revealed approximately 1,470 total hours of flight
experience; of which, 570 hours of which were in the same make and
model as the accident airplane.
The airplane was examined at the
site on May 25, 2009. There was no odor of fuel, and all major
components were accounted for at the scene. The airplane came to
rest on flat, grassy terrain on the airport property, 267 feet
prior to the approach end of runway 7R. The wreckage path was
oriented 240 degrees magnetic and was 140 feet in length. The
airplane came to rest oriented 360 degrees.
The wreckage was removed from the site and the examination was
resumed on the parking ramp on May 26, 2007. Examination of the
cockpit revealed that the left and right fuel valve switches and
the left and right fuel boost switches were in the "on"
position.
The fuel system had a capacity of 226 gallons, was serviced
through a single port on top of the left wing, and the tanks were
interconnected to a center fuel sump that fed both engines. The
fuel cells were opened through access panels and each were intact
and contained only trace amounts of fuel. The airplane was leveled,
the drain petcock was opened at the center fuel cell sump, and 1
quart of fuel was drained. The sample appeared clean, and contained
trace amounts of sediment and water.
ANN's Daily Aero-Linx (04.15.24)
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