Aero Commander 100-180 accident near Bardstown, Kentucky, October 15, 1983
On October 15, 1983 at about 2:55 pm local time, a Aero Commander 100-180, registered N4006X, was substantially damaged in an accident near Bardstown, Kentucky. It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 15, 1983 · about 2:55 pm local time
- Place
- Bardstown, Kentucky · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 100-180 · all 100-180s on the register
- Registration
- N4006X · no longer on the register · serial 5106
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE CFI STATED THAT THE STUDENT PREFLIGHTED THE ACFT. THEY CLIMBED TO 3,000 FT & WERE PRACTICING BASIC INSTRUMENT MANEUVERS WHEN A POWER LOSS OCCURRED. AFTER MANEUVERING TO CLEAR OBSTRUCTIONS, THEN S-TURNING TO DISSIPATE ALTITUDE, THECFI STALLED THE ACFT ABOUT 15 FT AGL & SHORT OF THE INTENDED FIELD. AFTER THE ACCIDENT THE CFI COLLECTED NEARLY A QUART OF WATER FROM THE LEFT FUEL TANK. THE CFI STATED THAT THE ACFT HAD A HISTROY OF COLLECTING WATER IN THE (USUALLY LEFT) FUEL TANK. THE ACFT WAS LAST REFUELED ABOUT 1 WEEK BEFORE THE ACCIDENT, & HAD BEEN OUTSIDE EXPOSED TO SEVERAL INCHES OF RAIN IN THE INTERIM. DESPITE THE HISTORY OF WATER-IN-FUEL PROBLEMS WITH THE ACFT, THE CFI DID NOT CHECK THE TANKS FOR WATER AFTER THE HEAVY RAIN. THE ACFT'S TYPE-CERTIFICATE HOLDER REPORTED THAT THE TOP OF THE FILLER NECK, WHICH IS ABOVE THE WING SURFACE, SHOULD PRECLUDE FLUID IN THE SCUPPER FROM ENTERING THE FILLER NECK. THE BOTTOM OF THE FILLER NECK, HOWEVER, IS ATTACHED TO THE FUEL TANK TOP BY 6 BOLTS & SEALED WITH A GASKET AT THE ATTACHMENT POINT.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,072 hours in all; 189 in this make and model; 187 in the last 90 days; 989 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,171 hours
- Last inspection: annual inspection, August 29, 1983; 30 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A2F (piston); 0 hours total
The flight
- Departed from: BRY at 2:35 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 2:52 pm from LOU, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.