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1. 04:39 AM - Re: 560E being scrapped for parts... (Barry Collman)
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Subject: | 560E being scrapped for parts... |
Hi Peter,
N175SP (560E s/n 783) was the one that was damaged beyond repair at
Jacksonville, FL on August 31st last year.
On a 560E, the engines should indeed be GO-480-C1B6 or -G1B6.
I don't know about the fuel cap mod., as I don't track such items.
Best Regards,
Barry
From: owner-commander-list-server@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of Peter
Bichier
Sent: 10 February 2011 01:38
Subject: Commander-List: 560E being scrapped for parts...
Talked to Peter Oneil who is taking apart a 1959 560E (N175SP) ex N6SP S/N
783 advertised in Barnstormers.com.
He says the plane was lost due to fuel contamination by the way...
Strangely enough, he mentions the engines are low time GO-480B (I thought
560E had C1 or G1-B6)
Anyways, he has it in his hangar and taking it all apart... says some body
parts are salvageable, flight controls, etc.
He can be reached at oneilp70@gmail.com or 904-501-6021.
Email him and if he does not answer, call him at that number. (I'll email
him to give us more detail description of what's available).
Guys (& Gals) don't let ANYONE fuel your airplane without your presence!
Barry, did this bird had the fuel cap modification on it?
Take care,
Peter
On Dec 22, 2010, at 3:40 PM, Keith S. Gordon wrote:
Very likely fuel contamination but we can't rule out pilot error. Were the
fuel selectors set to the outboard tanks?
A 680E crashed in Lakeland, FL, about 13 or 14 years ago because of that --
fuel selectors set on the outboard tanks for take-off. On top of that, the
pilot was unfamiliar with the Aero Commander and had just finished up
instrument training in a Beech Dutchess which added to the mishandling /
confusion of the aircraft's systems and operating procedures.
How experienced in make/model and Aero Commanders, in general were the pilot
and the safety pilot? That's all part of the mix.
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
FAASTeam
NBAA Access Committee
Las Vegas Airspace Users' Council, NBAA Rep
Las Vegas RNAV Optimization Work Group, NBAA Rep
Las Vegas Class B Redesign Committee, NBAA Rep
-----Original Message-----
From: Peter Bichier <pbichie@UTNet.UToledo.Edu>
Sent: Wed, Dec 22, 2010 11:15 am
Subject: Commander-List: Another fuel contamination case? (from this past
summer)
Have you guys heard of this one?
a beautiful 560E that use to belong to Delaware Police, sold and crashed...
Here is NTSB's report:
NTSB Identification: ERA10LA457
14 CFR Part 91: General Aviation
Accident occurred Tuesday, August 31, 2010 in Jacksonville, FL
Aircraft: AERO COMMANDER 560E, registration: N175SP
Injuries: 2 Uninjured.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.
On August 31, 2010, about 0815 eastern daylight time, an Aero Commander
560E, N175SP (previously registered as N6SP), was substantially damaged
during a forced landing, after experiencing a loss of engine power during
the initial climb after takeoff from the Herlong Airport (HEG),
Jacksonville, Florida. The certificated private pilot and a certificated
flight instructor (CFI) were not injured. Visual meteorological conditions
prevailed and no flight plan had been filed for the flight destined for
Craig Municipal Airport (CRG), also located in Jacksonville, Florida. The
personal flight was conducted under the provisions of 14 Code of Federal
Regulations Part 91.
During an interview, the pilot reported that he purchased the airplane on
June 19, 2010. The airplane was previously owned by the Delaware State
Police, and had not been flown for over 1 year. On July 23, 2010, after
maintenance which included an annual inspection, the pilot took delivery of
the airplane in Delaware, and flew it to HEG.
The purpose of the accident flight was to fly to CRG for avionics related
maintenance. The pilot performed a preflight inspection, which included
checking the fuel tanks for water contamination, prior to the flight. The
pilot and CFI, who the pilot considered a safety pilot per insurance
requirements, departed without incident. The airplane was in a climb between
1,500 and 2,000 feet, when the left engine quit. The pilot successfully
feathered the engine; however, shortly thereafter, the right engine began to
"sputter" and also quit. The pilot was unable to restore engine power in
either engine, and performed a forced landing to Interstate I-10. During the
landing, the airplane struck trees, which resulted in substantial damage to
both wings and the fuselage.
The CFI reported that he assumed control of the airplane immediately after
the left engine failed. He secured the left engine and subsequently
maneuvered the airplane for the forced landing. While on approach, he
observed power lines which necessitated lowering the airplane's nose, and
increased the touchdown airspeed. During the landing roll, the airplane's
right tire departed the paved surface, and the airplane veered into trees,
toward a fence.
The airplane was subsequently removed from the accident site for further
examination to be conducted under the supervision of a Federal Aviation
Administration (FAA) inspector, at a later date.
The pilot further reported that the airplane had been operated for about 20
hours since it was purchased, and was last flown on August 11, 2010. At that
time, fuel was added to the airplane which brought the total fuel on board
to approximately 80 gallons in the main fuel tanks, and 20 gallons in the
auxiliary fuel tanks.
The pilot reported 250 hours of total flight experience, which included
about 90 hours in multiengine airplanes. His most recent application for an
FAA third-class medical certificate was issued on September 15, 2009.
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