Commander 114 accident near Hanford, California, March 30, 2000
On March 30, 2000 at about 8:02 pm local time, a Commander 114, registered N516CA, was destroyed in an accident near Hanford, California (Hanford Muni airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
undetermined. The pilot's failure to reject the takeoff and his failure to retract the landing gear following liftoff were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 30, 2000 · about 8:02 pm local time
- Place
- Hanford, California · Hanford Muni · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Commander 114
- Registration
- N516CA · registry record · serial 14076
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the airplane did not climb and collided with a utility pole near the end of the runway. It then crashed onto a city street, and caught fire after impacting the pavement. The airport manager observed the airplane on its takeoff roll. He noted that the engine had normal sounds, and that the entire runway was used for the takeoff roll. At the accident site, the flaps were found in the position specified by the takeoff checklist in the pilot's operating handbook (POH). The landing gear was extended, indicating it was not retracted following liftoff. The damage to the propeller found during the postaccident examination of the wreckage was indicative of operation at high rpm. Using the maximum allowable gross weight of the airplane, sea level pressure, and 20 degrees centigrade temperature, the Normal Takeoff Distance Chart (10 degrees flap extension) in the POH indicated that the airplane would require 2,100 feet to takeoff and climb to a 50-foot height. The runway used during the accident flight was 3,962 feet long. Examination of the thermally destroyed wreckage failed to reveal a reason for the lack of expected airplane performance.
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; instrument: airplane
- Flight time: 2,300 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,167 hours
- Last inspection: annual inspection, February 17, 2000
- Maximum gross weight: 3,140 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-T4A5D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: HJO at 8:00 pm
- Flight plan: none
- Runway 32, 3,962 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 8:00 pm from KHJ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.