Aero Commander 1121 accident near Van Nuys, California, June 11, 1985
On June 11, 1985 at about 2:31 pm local time, a Aero Commander 1121, registered N69GT, was substantially damaged in an accident near Van Nuys, California (Van Nuys airport). It was a ferry flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 1985 · about 2:31 pm local time
- Place
- Van Nuys, California · Van Nuys
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Aero Commander 1121
- Registration
- N69GT · no longer on the register · serial 44
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT, EXECUTING AND ILS APCH, OBSERVED A PRIMARY HYDRAULIC PRESSURE DROP AND DECLARED HIS INTENT TO LAND WITHOUT THE USE OF FLAPS, SPEED BRAKES, REVERSERS OR NOSE WHEEL STEERING. THE ACFT RAN OFF THE END OF THE RWY DURING LANDING, TRAVELED APRX 1300 FT AND CAME TO REST ON A GOLF COURSE AFTER STRIKING 2 VEHICLES AND A CHAIN LINK FENCE. POST ACCIDENT INVESTIGATION REVEALED .8 QUARTS OF HYDRAULIC FLUID (SKYDROL) IN THE RESERVOIR. RESERVOIR CAPACITY IS 1.28 U.S. GALLONS. THE PLT STATED HE PUMPED THE BRAKES ON APCH TO BUILD PRESSURE IN THE EMERGENCY BRAKE SYSTEM. THE PLT ANNOUNCED HE HAD NO BRAKED AFTER TOUCHDOWN. THE JET COMMANDER 1121 OPERATOR'S MANUAL CAUTIONS AGAINST THIS PRACTICE. A FUNCTIONAL CHECK OF THE THRUST REVERSERS BY ON-SCENE INVESTIGATORS PRODUCED 2 COMPLETE CYCLES OF OPERATION. TWO PERSONS LOCATED IN A GROUND VEHICLE WERE INJURED DURING THE OVERRUN LANDING.
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; single-engine land; instrument: airplane
- Flight time: 5,000 hours in all; 90 in this make and model; 90 in the last 90 days; 4,700 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: approved inspection programme
- Maximum gross weight: 14,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Ge CJ-610-1 (turbojet); 0 hours total
The flight
- Departed from: TUC Tucson AZ at 2:45 pm
- Destination: VNY Van Nuys CA
- Flight plan: IFR
- Runway 16R, 8,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 2 statute miles
- Sky: broken clouds at 800 ft; not recorded
- Temperature: 59°F (15°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 3:31 pm from VNY, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.
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.