Flight History
On May 17, 2015, about 1800 Pacific daylight time, a Rockwell Commander 114B airplane, registration N4775W, crashed shortly after takeoff near Laughlin, Nevada. The private pilot/owner sustained serious injuries, and the three passengers sustained fatal injuries. The airplane was destroyed by impact forces and postcrash fire. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the accident site, and no flight plan had been filed. The flight departed Laughlin/Bullhead International Airport (IFP) in Bullhead City, Arizona, at 1756, destined for Goodyear, Arizona.
According to the pilot, an engine test run revealed no anomalies. At 1756, the tower controller cleared the flight for a straight-out departure to the south. During the climb to between about 300 and 400 ft above ground level, the engine started running roughly, and the airplane was not accelerating or climbing. With terrain ahead rising, the pilot turned right. Due to the low altitude and power, the pilot chose to conduct an off-airport landing, attempting to troubleshoot the engine issue without success. As the airplane continued to descend, the pilot saw houses and bushes ahead, aimed away from the houses, and the airplane impacted trees and terrain. A postimpact engine fire ensued.
Several witnesses near the accident site reported seeing the airplane at very low altitude. One witness saw it descend into trees followed by a fireball. Another reported seeing the airplane flying southbound with wings level, then descending out of sight, followed by an explosion and fireball.
Aircraft Information
The four-seat airplane, serial number 14105, was equipped with a Lycoming IO-540-T4A5D engine, serial number L-15117-48A. Its last annual inspection was completed on October 28, 2014, at a total airframe time of 3,436.5 hours. Total time since engine overhaul was 1,148.8 hours. Maintenance records indicated that, on May 11, 1995, a McCauley 3-bladed propeller and Woodward Governor were installed per STC SA4444NM. On April 18, 2002, an aftermarket turbo normalization system was installed under STC SE00357DE. The STC required inspection of the system every 100 hours. On December 9, 2009, the system was removed, inspected, and reinstalled; casting voids were found on the turbocharger exhaust side, but the manufacturer deemed it airworthy. No further inspections were recorded in the six years before the accident.
The pilot held a private pilot certificate with an airplane single-engine land rating and a third-class medical certificate issued on December 18, 2014, with the limitation that he must wear corrective lenses for distant vision and possess glasses for near vision.
Fueling records indicated that the airplane received 20.0 gallons of 100LL aviation fuel on May 17, 2015.
Wreckage and Impact Information
The airplane crashed in Big Bend State Park, 4.6 nautical miles southwest of IFP. It first struck a mesquite tree, then impacted sand, and came to rest 120 ft south of the initial impact point on a magnetic heading of 273°. The postimpact fire consumed most of the airplane. Flight control continuity was established with all surfaces; counterweights were in correct positions. The landing gear was retracted. Cockpit components and instrumentation were consumed by fire. The main wing assembly sustained thermal damage from a fuel-fed fire; wing components were found in their respective locations. Both flaps were consumed by fire and found near their attachment points. The right wing was against the right side of the fuselage and consumed.
Engine Examination
The engine was removed and disassembled. The propeller hub remained attached; three blades exhibited thermal damage. The turbocharger, magnetos, and oil filter remained attached. All other components were attached but showed thermal damage. The turbocharger was seized; disassembly revealed eroded turbowheel blades. The turbowheel diameter was 2.451 inches, compared to about 2.5 inches for a new wheel. The turbine impeller was significantly eroded, and the heat shield was eroded, which would allow hot gases to enter the bearing area and coke the shaft. No airframe abnormalities were noted that would have precluded normal operation.