Aero Commander 200D accident near San Carlos, California, November 18, 1997
On November 18, 1997 at about 11:30 pm local time, a Aero Commander 200D, registered N2910T, was substantially damaged in an accident near San Carlos, California (San Carlos 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 pilot's failure to verify that there was an adequate supply of fuel in the selected fuel tank prior to takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 18, 1997 · about 11:30 pm local time
- Place
- San Carlos, California · San Carlos · 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
- N2910T · no longer on the register · serial 316
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft's engine lost power on final approach and the aircraft collided with terrain short of the landing runway. The pilot stated that due to approaching inclement weather he abbreviated the preflight inspection of the aircraft. Specifically, he did not visually examine the fuel level in the tanks. The flight was conducted on the left tank, which the fuel gage indicated full at takeoff. During the before landing checklist the left gage still read 1/4 tank. On final approach, about 200 feet altitude, the engine stopped and there was insufficient time to switch tanks and restart the engine before impacting the ground short of the runway. The pilot reported that after the accident a visual check of the left tank showed it to be empty, and yet the fuel gage read 1/4. The pilot said that he knew that on previous occasions the fuel gage had been inaccurate and that he made note of it to the maintenance facility performing the just completed annual inspection. After the accident the left main tank contained 1 cup of fuel, the right main tank contained 1 gallon of fuel, the left auxiliary tank was nearly full, and the right auxiliary tank, which had leaked after the accident, contained 5 gallons of fuel.
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
- Flight time: 7,300 hours in all; 295 in this make and model; 6 in the last 90 days; 2 in the last 30 days; 6,300 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,185 hours
- Last inspection: annual inspection, November 7, 1997; 1 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-A (piston); 0 hours total
The flight
- Departed from: MYV Marysville CA at 11:00 pm
- Flight plan: none
- Runway 12, 2,600 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 7 knots
- Visibility: 25 statute miles
- Sky: overcast at 15,000 ft; scat at 8,000 ft
- Temperature: 61°F (16°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 11:30 pm from SQL, 1 miles away
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.