Aero Commander 200D accident near Houston, Texas, November 13, 2001
On November 13, 2001 at about 3:20 pm local time, a Aero Commander 200D, registered N28PC, was substantially damaged in an accident near Houston, Texas (David Wayne Hooks Memorial airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the left outboard elevator attachment, which resulted in the partial separation of the left elevator and induced an airframe vibration.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 2001 · about 3:20 pm local time
- Place
- Houston, Texas · David Wayne Hooks Memorial · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 200D · all 200Ds on the register
- Registration
- N28PC · registry record · serial 377
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane departed on an IFR flight plan and ten minutes had elapsed when a vibration in the airframe was felt, which gradually intensified. The pilot observed that the horizontal stabilizer was shaking with more intensity than the rest of the airplane. The vibration continued to intensify to the degree that the cockpit instruments were unreadable. The pilot declared an emergency to air traffic control and initiated an emergency descent. He then slowed the airplane to 120 knots and the vibration subsided; however, the vibration was still apparent. Subsequently, the airplane landed, and when the pilot exited the airplane, he observed that the left elevator was hanging 3-4 inches low, at the outboard end. Examination of the airplane by an FAA inspector revealed that the outboard left elevator hinge had separated from the horizontal stabilizer. A section of the aft spar had separated from the horizontal stabilizer and remained attached to the elevator hinge. Additionally, the left elevator trim tab push rod had separated in two places. Approximately 10 flight hours prior to the accident, several dents were found on the left elevator. The repair station reported that during the repair, rivets on a portion of the elevator were removed, and then replaced while the elevator remained attached the horizontal stabilizer. They added that no abnormal stresses were placed on the elevator hinge attachments during the repairs.
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: student
- Ratings: single-engine land; instrument: airplane
- Flight time: 458 hours in all; 108 in this make and model; 101 in the last 90 days; 32 in the last 30 days; 373 as pilot in command
- Last flight review: October 15, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,900 hours
- Last inspection: annual inspection, September 1, 2001; 77 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: IWS Houston TX at 3:15 pm
- Destination: MWL Mineral Wells TX
- Flight plan: IFR
- Runway 17R, 7,009 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 3 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 61°F (16°C)
- Altimeter: 30.22 inHg
- Observation at 2:53 pm from DWH
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.