Aero Commander AC50 accident near Shreveport, Louisiana, March 21, 2006
On March 21, 2006 at about 2:30 am local time, a Aero Commander AC50, registered N662MW, was substantially damaged in an accident near Shreveport, Louisiana (Shreveport Regional Airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to execute a missed approach after losing visual contact with the runway, which resulted in a collision with approach lights. Factors were the dark night conditions and the fog.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 21, 2006 · about 2:30 am local time
- Place
- Shreveport, Louisiana · Shreveport Regional Airport
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Aero Commander AC50
- Registration
- N662MW · no longer on the register · serial 500B-1235-106
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
While executing a night instrument approach in instrument meteorological conditions (IMC), the 2,576-hour instrument rated commercial pilot visually identified the runway end identifier lights (REIL) and elected to continue the approach visually. When the airplane was approximately 100-feet above ground level (AGL), the airplane entered ground fog and the pilot lost visual contact with the runway. The airplane continued to descend, and subsequently collided with several runway approach lights short of the landing threshold for runway 14. The pilot was informed when he was cleared for the approach that the visibility was one and one half mile.
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: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 2,576 hours in all; 1,326 in this make and model; 235 in the last 90 days; 79 in the last 30 days; 0 on instruments
- Last flight review: January 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 17,529.1 hours
- Last inspection: approved inspection programme, March 1, 2006; 46 hours since
- Maximum gross weight: 6,750 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Lycoming IO-540 (piston); 0 hours total
- Engine 2: Lycoming IO-540 (piston); 0 hours total
- Operator: Central Air Southwest, Inc.
The flight
- Departed from: KDAL Dallas TX at 1:38 pm
- Destination: KSHV Shreveport LA
- Flight plan: IFR
- Runway 14, 8,351 ft by 200 ft
Weather at the time
- Light: night
- Wind: from 190° at 6 knots
- Visibility: 1.5 statute miles
- Sky: broken clouds at 100 ft
- Temperature: 57°F (14°C), dew point 55°F (13°C)
- Altimeter: 29.72 inHg
- Observation at 2:40 am from KSHV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.