Accident Overview
On January 13, 2012, about 1930 central standard time, a twin-engine Aero Commander 500-B airplane, registration N524HW, experienced a loss of engine power during cruise flight near Bartlesville, Oklahoma. The aircraft was operated by Central Airlines, Inc. of Fairway, Kansas, under 14 Code of Federal Regulations Part 91 as a positioning flight. The flight had originated from the Charles B. Wheeler Downtown Airport (KMKC) in Kansas City, Missouri, about 1810, en route to the Cushing Municipal Airport (KCUH) in Cushing, Oklahoma. Night visual meteorological conditions prevailed, and the flight operated on an instrument flight rules flight plan.
Accident Sequence
The pilot, the sole occupant, reported that while at an altitude of 8,000 feet southwest of Bartlesville, the right engine surged and lost partial power. After adjusting the power and mixture controls, the problem seemed to correct, but the engine surged again a few seconds later. Noting the fuel flow gauge below 90 pounds, the pilot turned on the right fuel boost pump. Shortly thereafter, the left engine surged. The pilot performed the same actions and suspected a fuel starvation issue. Contacting air traffic control, the pilot began a turn to the Bartlesville airport (KBVO), at which point both engines lost total power. The airplane impacted trees and terrain about 1.5 miles from the airport. The pilot stated that before securing the airplane and turning off the master battery switch, the fuel gauge indicated 100 gallons.
Post-Accident Examination
The responding Federal Aviation Administration (FAA) inspector reported that the airplane sustained heavy damage. The aircraft came to rest on its belly with the main landing gear partially extended. The fuselage just aft of the wings was severely damaged, both wings were damaged, and the nose was damaged. A hole on the underside of the left wing root exposed the fuel tank bladder, which appeared to have been breached; no fuel leak was evident on the ground. Before moving the wreckage, the inspector turned on the battery power and observed the fuel gauge move from below "E" to just above "E." Approximately one gallon of fuel was captured from the aircraft during the wreckage retrieval.
Previous Flight and Fuel System Characteristics
A company check pilot had flown the aircraft on January 11, ferrying it from Chicago to KMKC with 50 gallons of fuel remaining. He reported no mechanical problems and verbally passed the fuel status to dispatch. The check pilot also noted that the fuel gauge had a unique trait: after the aircraft's electrical power is turned off, the gauge rises 40 to 60 gallons before returning to zero. The company's director of operations stated that fuel consumption on the Aero Commander is about 15 gallons per hour per engine. Prior to the accident flight, the airplane was moved from the ramp to the hangar, but the pilot who taxied it could not recall the fuel quantity.
Preflight Procedures
The company's route coordinator reported meeting the pilot on the day of the accident and providing a credit card for fuel and a ride to the hangar. While the coordinator waited by the door, the pilot sat in the cockpit, turned on the master switch, and checked the fuel, reporting 120 gallons. The FAA inspector examined a similar aircraft at the company's facility in Cushing, Oklahoma. With the master switch in the battery position, the fuel gauge indicated approximately 100 gallons; turning it off caused the quantity to rise to 120 gallons before dropping off scale. The inspector also saw fuel in the tank but could not verify the exact amount. A review of the operator's preflight checklist included "fuel quantity – check level and security of fuel cap" but did not specify a method to check fuel quantity.