Aero Commander 680E accident near Lakeland, Florida, September 10, 1996
On September 10, 1996, a Aero Commander 680E, registered N262X, was destroyed in an accident near Lakeland, Florida (Lakeland Linder Regional 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
failure of the pilot to maintain minimum control speed, while returning to the airport for a precautionary landing, following a reported loss of power in one engine, which resulted in a loss of aircraft control and an uncontrolled collision with the terrain. Factors relating to the accident were: loss of power in the left engine for undetermined reason(s), and the pilot's apparent lack of familiarity with single engine operation in the make and model of aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 10, 1996
- Place
- Lakeland, Florida · Lakeland Linder Regional · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 680E · all 680Es on the register
- Registration
- N262X · registry record · serial 745-38
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the pilot transmitted to ATC controllers that he had lost power in an engine. He made a steep turn to the left back toward the airport, then a right turn toward the runway. The aircraft's nose dropped in the right turn, and the aircraft crashed nose first on a taxiway. Postcrash examination of the aircraft structure and flight control systems revealed no preimpact failure or malfunction. The left propeller was found in the feathered position, and the right propeller was found in a high blade angle. The right propeller had damage consistent with the engine operating. Teardown examination of the engines and propellers showed no findings that would have resulted in engine or propeller malfunction or failure. At the time the aircraft was purchased by the pilot in March 1996, he had not flown for about 10 years. Since purchasing the aircraft, he had logged 2.5 hours of transition/checkout in the airplane and had flown it for a total of about 22 hours, mostly on 'sight seeing flights.'
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: multi-engine land; single-engine land
- Flight time: 6,893 hours in all; 22 in this make and model; 32 in the last 90 days; 15 in the last 30 days; 6,433 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,284 hours
- Last inspection: annual inspection, May 5, 1996; 87 hours since
- Maximum gross weight: 7,500 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming GSO-480-B1C6 (piston); 0 hours total
The flight
- Departed from: LAL
- Destination: GIF Winter Haven FL
- Flight plan: none
- Runway 27, 8,500 ft by 150 ft
Weather at the time
- Light: night, dark
- Visibility: 12 statute miles
- Sky: broken clouds at 20,000 ft; scat at 5,000 ft
- Temperature: 84°F (29°C), dew point 84°F (29°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.