Aero Commander 100 accident near Ocotillo Wells, California, May 4, 1994
On May 4, 1994 at about 7:28 pm local time, a Aero Commander 100, registered N3661X, was destroyed in an accident near Ocotillo Wells, California (Ocotillo airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the pilot to maintain flying speed after experiencing a partial power failure while maneuvering. A factor in the accident was the failure of the pilot to drain accumulated water from the aircraft fuel system during the preflight inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 1994 · about 7:28 pm local time
- Place
- Ocotillo Wells, California · Ocotillo · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 100 · all 100s on the register
- Registration
- N3661X · no longer on the register · serial 312
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft was known to be susceptible to accumulated water in its tanks and the pilot had experienced previous engine stoppage during takeoff as a result of water in the fuel. The flight before the accident terminated in a precautionary landing at Ocotillo after experiencing a rough running engine. The pilot removed the carburetor, had it serviced, and then reinstalled it himself. After reinstallation, the pilot performed a ground run-up and the aircraft reportedly ran normally. On the day of the accident, the pilot performed a normal preflight. He drained 1 gallon of fuel from the aircraft's gascolator, since there are no quick-drain sumps on either main fuel tank. Immediately on takeoff, the aircraft's engine began to sputter and lose power. The pilot told a ground observer by radio that he wanted to try to gain some altitude and see if the problem would clear up. While in a turn near the ground, the aircraft stalled and crashed next to the runway. Water was found in the carburetor bowl.
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: 690 hours in all; 175 in this make and model; 6 in the last 90 days; 2 in the last 30 days; 650 as pilot in command
- Medical certificate: Class 3 (expired)
- Seat: left
The aircraft
- Airframe total time: 1,275 hours
- Last inspection: annual inspection, May 5, 1993; 22 hours since
- Maximum gross weight: 2,250 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A2B (piston); 0 hours total
- Fire on the ground
The flight
- Destination: SEE San Diego CA
- Flight plan: none
- Runway 9, 4,210 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 6 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
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.