Aero Commander 500S accident near Linwood, Kansas, June 24, 2008
On June 24, 2008 at about 3:20 pm local time, a Aero Commander 500S, registered N411JT, was destroyed in an accident during maneuvering (low-alt flying) near Linwood, Kansas. It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot-in-training inadvertently shutting off both engine fuel control valves causing a loss of power in both engines, and the pilot's failure to maintain control of the airplane resulting in a stall. Contributing to the accident was the chief pilot's inadequate supervision of the pilot-in-training.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 24, 2008 · about 3:20 pm local time
- Place
- Linwood, Kansas · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 500S · all 500Ss on the register
- Registration
- N411JT · no longer on the register · serial 3097
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline's chief pilot was giving a newly-hired pilot a required competency/proficiency check. Memory data from the airplane's global positioning system showed the airplane made steep 360-degree turns to the left and right before continuing towards a practice area at gradually decreasing airspeed and altitude. A low cloud ceiling prevailed. Witnesses said they heard both engines "sputter, then quit," and saw the airplane clear a grove of trees, stall, and strike the ground. The landing gear was down and the flaps were in the approach setting. Both propellers were in the low pitch/high rpm setting, and bore little rotational signatures. Both engine fuel supply lines contained only residual fuel. Those familiar with the chief pilot's flying practices stated that he always followed a certain routine when giving a check ride. The routine consisted of the following: After performing steep 360-degree turns, he would ask the trainee to configure the airplane for landing and demonstrate minimum control maneuvers. Prior to executing steep turns, he would turn the boost pumps on. At the completion of the maneuver, the pumps would be turned off. The investigation revealed that there are unguarded fuel shutoff switches next to the boost pumps, and the circumstances of the accident are consistent with the these fuel shutoff switches being inadvertently placed in the off position, instead of the fuel boost pumps.
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
What happened, in order
- Loss of engine power (total) during maneuvering (low-alt flying) defining event
- Loss of control in flight during maneuvering (low-alt flying)
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel controlling system › Unintentional use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- factor Personnel issues › Action/decision › Action › Delayed action › Instructor/check pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 10,500 hours in all; 7,550 in this make and model; 88 in the last 90 days; 25 in the last 30 days; 10,460 as pilot in command; 3,000 on instruments
- Last flight review: February 13, 2008
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: fatal
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,200 hours in all; 7 in this make and model; 711 on instruments
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 12,427 hours
- Last inspection: continuous airworthiness programme, August 1, 2007
- Maximum gross weight: 6,750 lb
- Seats: 8
- Landing gear: retractable
- Engine: Lycoming IO-540-E1B5 (piston); 0 hours total
The flight
- Departed from: MKC Kansas City MO at 2:27 pm
- Destination: MKC
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 080° at 6 knots
- Visibility: 9 statute miles
- Sky: broken clouds at 2,100 ft
- Temperature: 77°F (25°C), dew point 68°F (20°C)
- Altimeter: 30.07 inHg
- Observation at 10:34 am from LWC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.