NTSB Identification: DEN08FA114
Accident occurred Tuesday, June 24, 2008 in Linwood, KS
Aircraft: Aero Commander 500S, registration: N411JT
Injuries: 2 Fatal.
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 June 24, 2008, at 1020 central daylight time, an Aero Commander 500S, N411JT, registered to and operated by Central Airlines and doing business as Central Air Southwest, was destroyed when the it impacted terrain following a dual engine loss of power while maneuvering near Linwood, Kansas. Visual meteorological conditions prevailed at the time of the accident. The training flight was being conducted under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 without a flight plan. The two commercial pilots on board the airplane, the company's chief pilot and a pilot-in-training, were fatally injured. The local flight originated at 0927 from Charles B. Wheeler Downtown Airport (MKC), Kansas City, Missouri.
According to surveyors who were parked on a road adjacent to the accident site, they observed the airplane approaching at a low altitude. They said both engines were running, but then the engines began to sputter and "everything went silent." The airplane then nosed down and impacted an open field.
Downloaded GPS (Global Positioning System) data indicates the airplane took off and flew over to Topeka, Kansas, before doing a touch-and-go landing at Lawrence, Kansas. The airplane then proceeded to a practice area where it performed a steep turn to the left, followed by a steep turn to the right. The airplane's altitude was already low and its airspeed decreased considerably before data stopped recording. The airplane impacted the ground in a 53-degree nose down attitude. The landing gear was down and the flaps were at the approach setting.
wlacy-
Thanks for the critique. BTW, "looks like..." is a far cry from judgmental declaration which is oft discharged among these threads and a participation I have refrained. It isn't about being "right" it is about being "safe". The early reports which drew my concern and plea in the June post were then and now echoed above... "low, slow, no Outs behind and no Outs below and a CP "who really gave a lot of guys a [go] at their first flying job..." You still don't get it; two less fathers, husbands and sons, one less aircraft and one more crater in the world. Why? Because a ticket on Great lakes and a seat at flight safety was too, expensive to teach the kind of things the CP was known for pushing?
I fired a MEI decades ago for simulating an engine loss just after lift off by shutting the fuel selector off. More than a year later, that same Joe had a VMC roll-over with a student while executing a Missed Approach or a go-around. I never bothered with the NTSB report or cared to know what a postmortem from the professional mmqb's said. I knew all I needed or wanted to know. Who is right? Who is alive? It's all relative, but I'll take door #2 every day of the week and twice on Sunday. There are times and places for injecting "realism" into a training exercise. Vsse is published and recommended for a reason and we don't bomb around looking for the "worst" ice we can find in a Caravan for "realism". We do that sh!t in the sim where we can control the environment and the outcome and talke about it over a 12pack of longnecks at the candlewood later.
Insider-
My bad. 1,000 Apologies to any others' offense. Your viewpoint is well noted. My alarm and disgust was for the rather ill haste with which someone misappropriated the intentions of Flightaware to cast a more lifelike connection to an aircraft registration rather than the carnage that was implied through a folio of portraits. A subtle intention was, too, relay the appearance of evidence and indications of contributing factors such as the frozen precipitation in the earliest photos and the absence of de-icing equipment installed. However, MegaDitto, to you on the quote?
100-1/2
