History of Flight
On August 11, 2010, about 0855 Pacific daylight time, a Rockwell Aero Commander 500-B (registration N500FV) impacted terrain approximately 80 miles south of Burns, Oregon. The private pilot and his passenger were killed, and the airplane sustained substantial damage. The flight, conducted under 14 CFR Part 91 visual flight rules (VFR), departed Redding Municipal Airport, Redding, California, about 0725, and was en route to Butte, Montana. No flight plan was filed, and no Emergency Locator Transmitter transmission was reported.
The pilot obtained a computer-generated weather briefing via the Direct User Access Terminal System (DUATS) the evening before and again on the morning of the accident. He also contacted Lockheed Martin Flight Service for a telephonic briefing at 0701. After departing Redding, he contacted Seattle Air Route Traffic Control Center (ARTCC) at 0753, requesting flight following. He was at 11,500 feet and climbing. The pilot subsequently climbed to 13,500 feet to get over clouds, and later to 15,500 feet. At 0843, the controller terminated flight following because Salt Lake Center could not acquire radar contact, and advised the pilot of moderate to heavy precipitation about 50 to 60 miles ahead. The pilot acknowledged; this was the last known transmission.
Witnesses near the South Steens Campground, about one mile east of the impact site, heard engine sounds starting between 0845 and 0850. The sounds changed to full power, frequent attitude changes, and high angles of attack, typical of aerobatic maneuvers. The airplane was above the cloud layer and not visible. It then broke out of the clouds, performed two to four rolls, and descended nearly straight down while continuing to roll. One witness, a pilot, noted that an outboard portion of a wing appeared missing. The airplane struck the ground at high speed. About 20 to 40 seconds later, one or two pieces of structure floated down.
Personnel Information
The pilot was a 58-year-old male holding a private pilot certificate with single-engine and multi-engine land ratings, but no instrument rating. His last third-class medical was issued July 8, 2010, with corrective lenses required. He reported 1,350 total civilian flight hours and 25 hours in the previous six months. His last flight review, in the accident airplane, was completed May 14, 2009.
Aircraft Information
The airplane was a 1962 Rockwell Aero Commander 500B powered by two Lycoming IO-540-E1A5 engines and two Hartzell HC-A3VK-2A propellers. Its last annual inspection was signed off July 12, 2010, at an airframe total time of 5,359.6 hours. The last logbook entry was replacement of the left engine alternator on August 2, 2010, at 5,371.3 hours.
Meteorological Information
The pilot requested a VFR weather briefing for a direct route from Redding to Butte at 9,500 feet. The briefer advised of broken clouds at 10,000 feet with tops to 22,000 feet, rain showers, and thunderstorms. An AIRMET indicated mountain obscuration and that VFR flight was not recommended. Satellite images showed solid clouds along the route. The briefer suggested an alternate route via Idaho Falls/Pocatello to avoid precipitation. The pilot acknowledged the suggestion.
Witnesses near the accident site reported an overcast layer estimated at 3,000 to 4,000 feet above ground level after sunrise. One witness saw cumulonimbus buildups to about 20,000 feet. Rain showers, lightning, and thunder were reported before and after the accident. A postaccident weather study indicated the accident site was in an area of low to mid-level clouds with tops near 19,000 feet, a high probability of icing at 15,000 feet, and supercooled large droplet conditions.
Wreckage and Impact Information
The airplane impacted flat, lava rock-strewn terrain at an elevation of 5,240 feet. The fuselage was crushed nearly straight forward, with the empennage compressed to about nine feet. The entire right wing and most of the left wing were crushed. A portion of the left wing outboard of the aileron pivot hinge separated in flight and was found about 0.2 miles from the main wreckage. Both engines sustained massive damage; the left engine crankcase shattered, and the right engine crankcase also fragmented. Propeller blades exhibited bending, tearing, and gouging consistent with high-energy impact.
Examination of the separated left wing section revealed fractures in the upper and lower spar caps and the aft spar. The fractures showed no evidence of corrosion, fatigue crack propagation, or pre-existing anomalies; all indications pointed to overload failure.
Medical and Pathological Information
An autopsy was performed on the commingled remains of both occupants due to the severity of injuries. The cause of death for both was severe massive trauma, and the manner was accidental.
Additional Information
The airplane was released to Specialty Aircraft in Redmond, Oregon, on June 14, 2011.