Aero Commander 690A accident near Yakima, Washington, December 13, 1997
On December 13, 1997 at about 6:30 am local time, a Aero Commander 690A, registered N72VF, was destroyed in an accident near Yakima, Washington (Yakima Air Terminal airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of aircraft control for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 13, 1997 · about 6:30 am local time
- Place
- Yakima, Washington · Yakima Air Terminal · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 690A · all 690As on the register
- Registration
- N72VF · no longer on the register · serial 11242
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight was operating into the Yakima airport at night during the period the airport operates as non-towered. Some witnesses reported the aircraft initially appeared lower than normal and that it descended and impacted the ground at a steep angle, and some witnesses reported an abrupt entry into the descent. The aircraft crashed 2.2 nautical miles east of the runway threshold, slightly right of the localizer course The pilot was 'cleared for approach' by air traffic control (ATC) and he subsequently initiated an instrument landing system (ILS) approach to runway 27. The last radar position showed the aircraft approximately on the localizer, at glide slope intercept altitude, 9 nautical miles east of the airport. Three minutes after the last radar position, the pilot reported to ATC he had broken out and had the airport in sight, and canceled instrument flight rules (IFR). ATC then terminated service and approved a frequency change.. Ceiling was 1,500 feet overcast with 6 miles visibility in mist, with no significant icing forecast. No evidence of mechanical problems was found; however, much of the aircraft was consumed by an intense post-crash fire.
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; instrument: airplane
- Flight time: 4,800 hours in all; 80 in this make and model; 30 in the last 30 days; 4,800 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,001 hours
- Last inspection: approved inspection programme, April 25, 1997; 92 hours since
- Maximum gross weight: 10,300 lb
- Seats: 8
- Landing gear: retractable
- Engine: Garrett TPE331-5 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: BFI Seattle WA at 5:45 am
- Destination: YKM
- Flight plan: IFR
- Runway 27, 7,603 ft by 150 ft
Weather at the time
- Light: night, dark
- Visibility: 6 statute miles
- Sky: overcast at 1,500 ft; not recorded
- Temperature: 32°F (0°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 5:56 am from YKM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| 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.