---------------------------------------------------------- Commander-List Digest Archive --- Total Messages Posted Sun 07/03/05: 2 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 05:28 AM - Larry Workal & Scott Dickey (Kevin Coons) 2. 03:46 PM - Fw: Commander Incident (nico css) ________________________________ Message 1 _____________________________________ Time: 05:28:12 AM PST US From: "Kevin Coons" Subject: Commander-List: Larry Workal & Scott Dickey --> Commander-List message posted by: "Kevin Coons" Larry & Scott, I'd like to chat with both of you regarding your airplanes. Will you please send me an email on how to reach you? Thank You, Kevin ________________________________ Message 2 _____________________________________ Time: 03:46:35 PM PST US From: "nico css" Subject: Commander-List: Fw: Commander Incident --> Commander-List message posted by: "nico css" Folks, I was once interested in purchasing this plane and thought this might be of interest to everyone although it happened nearly five years ago. If I were a pax on that plane, I would have personally assaulted the pilot upon landing at FACT for not choosing Fisantekraal while the other engine was still running. What say you all? Thanks Nico Picture of ZS-RIL: http://www.teletuition.org/documents/Aviation/Aero%20Commanders/ZS-RIL/ SOUTH AFRICAN CIVIL AVIATION AUTHORITY INCIDENT REPORT - EXECUTIVE SUMMARY Date of Incident 6 December 2000 Time of Incident 0945Z Aircraft Registration ZS-RIL Type of Aircraft Aero Commander 680FL Pilot-in-command: License Type Commercial License Pilot-in-command: Flying Experience Total Flying Hours 380 Total Hours on Type: 5.6 Type of Operation: Private Last point of departure: FAGM (Rand Airport) Next point of intended landing: FACT (Cape Town International Airport) Location of the incident: site with reference to easily defined geographical points (plus GPS readings if possible) Runway 19 FACT Meteorological Information: CAVOK Number of people on board: 1+5 No. of people injured: Nil, No. of people killed: Nil Synopsis: The pilot was on a private flight from FAGM to FACT with five passengers on board. The aircraft was refueled to capacity on 5 December 2000 with a total fuel quantity of 640 liters of Avgas 100LL. The aircraft departed FAGM at 0545 Z on 6 December 2000. At 0942Z the pilot reported that they were low on fuel and that the left-hand engine had failed. At that stage the aircraft was approximately 28 nm from FACT and 15 nm from FAFK (Fisantekraal). The ATC suggested to the pilot to divert to Fisantekraal aerodrome. The pilot did, however, elect to continue to FACT due to the fact that he was unfamiliar with FAFK and that FACT had emergency facilities, if required. At approximately 0955Z, 10 minutes after the left-hand engine failed, the pilot reported that the right-hand engine had also failed. At that stage the aircraft was approximately 5 nm to the North East of FACT. The pilot continued with a glide approach and landed safely at 0959Z on runway 19 at FACT. The aircraft was towed to a nearby AMO and inspected. It was noted that both sides of the fuselage under wing area had green vertical run marks and that the left-hand fuel tank dust-cover was not fitted and the opening had been taped closed with duct tape. A total of seven liters of fuel was then drained from the aircraft after which all tanks were refueled to capacity with 560 liters in the center tank and 110 liters in each outboard tank giving a total fuel capacity of 780 liters (205 U.S. Gal.). Both engines were subsequently ground run and found to operate normally. On 9 December 2000 another 19 liters of Avgas was uplifted before the aircraft was flown back to FAGM with no further incident . Probable Cause: The aircraft departed FAGM with insufficient fuel onboard for the flight to FACT. This caused depletion of the aircraft's fuel supply, which resulted in engine failure and a forced landing at Cape Town International Airport. If the tanks were indeed filled to capacity and a proper pre-flight inspection had been carried out prior to the flight, approximately 54 U.S. Gal. should still have been available at the time that engine failure occurred, even at the reduced maximum fuel tank capacity of 206 U.S. Gal. It is therefore very likely that a proper pre-flight inspection was not carried out prior to the flight and that the aircraft's fuel tanks were not filled to capacity. Another possibility is that the aircraft's tanks were indeed filled to capacity and that fuel was vented overboard, through the left-hand tank cap, which had only been taped over and was not fitted with a proper lid.