Aero Commander 560A accident near Belleview, Florida, January 30, 1999
On January 30, 1999 at about 10:40 pm local time, a Aero Commander 560A, registered N919VC, was destroyed in an accident near Belleview, Florida (Jordan Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning of the fuel required for the flight that resulted in fuel exhaustion and the subsequent total loss of engine power to both engines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 30, 1999 · about 10:40 pm local time
- Place
- Belleview, Florida · Jordan Airport
- Type
- Accident
- Injuries
- 2 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 560A · all 560As on the register
- Registration
- N919VC · no longer on the register · serial 290
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the flight climbed to 1500 feet and the pilot reduced the engine RPM to 3000. The pilot also reported that within seconds of reducing the engine RPM the left engine sputtered. The pilot turned on the fuel boost pump in an effort to restore full engine power. Immediately afterward, the right engine sputtered and lost power. The pilot turned on the right engine boost pump again in an effort to restore full power. Attempts by the pilot to restore normal engine operation failed. The pilot selected an area for an emergency landing. The pilot recalled that as he prepared for an emergency landing, the airplane would yaw right and left as the engines momentarily gain and lose power. The airplane collided with tops of several trees. The airplanes subsequently collided with a single family home adjacent to the lake. Examination of the airframe and engine assemblies failed to disclose a mechanical malfunction or a component failure. During the examination of the fuel system, approximately 2 1/2 pints of fuel were recovered. The pilot reported that he thought he had about 50 gallons of fuel when he departed.
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: private
- Ratings: multi-engine land; single-engine land
- Flight time: 1,590 hours in all; 298 in this make and model; 6 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,515 hours
- Last inspection: annual inspection, October 1, 1998; 13 hours since
- Maximum gross weight: 6,000 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming GO-480-D1A (piston); 0 hours total
The flight
- Departed from: OX8 at 10:10 pm
- Flight plan: none
- Runway 36, 3,800 ft by 36 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 10:53 pm from GNV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 1 |
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.