Aero Commander 200D accident near Evanston, Wyoming, March 13, 1999
On March 13, 1999 at about 5:45 pm local time, a Aero Commander 200D, registered N49J, was substantially damaged in an accident near Evanston, Wyoming (Evanston Uinta County airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 1999 · about 5:45 pm local time
- Place
- Evanston, Wyoming · Evanston Uinta County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 200D · all 200Ds on the register
- Registration
- N49J · no longer on the register · serial 352
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a test flight after recent maintenance work had been performed on the engine. A thorough preflight was performed, and no water was found in the fuel. The pilot completed an extended run-up at all throttle positions, including a mock takeoff to a full stop. After an uneventful departure, the nose landing gear light failed to indicate that it was in the up and locked position. The pilot climbed to 10,000 feet and attempted to recycle the landing gear, but was unsuccessful. He over flew the airport to have a ground observer verify the landing gear's position. According to the pilot, 'about that time the engine quit without warning... The engine sputtered a second, then stopped again, with the electric fuel pump [on].' He performed an emergency gear-up landing on the runway. A postaccident engine examination was performed by an FAA inspector, including an inspection of the electrically-driven fuel pump that had recently been replaced. Fuel was present in each of the fuel injector nozzles and no engine discrepancies were observed.
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: single-engine land
- Flight time: 1,900 hours in all; 400 in this make and model; 3 in the last 90 days; 1,900 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,500 hours
- Last inspection: annual inspection, September 9, 1998; 15 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-A (piston); 0 hours total
The flight
- Departed from: EVW at 5:15 pm
- Flight plan: none
- Runway 23, 7,301 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 6 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 21°F (-6°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
- Observation at 3:45 pm from EVW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N49J the same tail number, which may have belonged to a different aircraft at the time
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.