Rockwell Aero Commander 680

William L. Benson

According to the owner, he and the pilot had flown from Albany, Georgia to swap a Piper 28 for the Aero Commander 680. Prior to completing the trade, the previous owner reconstructed a set of aircraft maintenance logs which revealed the estimated total airframe time and engine serial numbers. The owner assumed that the airplane was airworthy. Since the pilot was not Aero Commander rated, they decided to taxi the airplane on the ramp and runway to gain some experience. While taxiing at a high rate of speed on runway 09, the owner reported that a gust of wind caught the airplane as the taxi speed approached 65 mph. The pilot lost control of the airplane as it became airborne. The airplane rotated to the right and the right wing struck the ground; the airplane cartwheeled to a stop facing the opposite direction. The wreckage examination failed to disclose a mechanical malfunction. Reportedly, the pilot completed a preflight but, the wreckage examination discovered a large bird's nest in the sump area of the left engine and a missing exhaust manifold. The pilot was not multi engine rated. The pilot was killed and the passenger was seriously injured.

Suburban Air Freight

The twin engine aircraft crashed and burned 4 miles north of the airport while on an instrument approach. The pilot had transmitted that he had an engine problem. The #5 cylinder was found detached from the left engine but the left propeller was not feathered. An engine teardown revealed evidence to indicate the #5 cylinder attachments were not properly torqued. No preimpact failure could be found with the right engine. The right propeller was found in feathered position. The pilot, sole on board, was killed.

Private American

The pilot was completing an illegal flight and while attempting to land in dark night on a road located near LaBelle, the twin engine airplane crashed. Both occupants were killed.

Milestone Construction

On final approach to George-Pieter Willem Botha Airport, the twin engine airplane struck the slope of a mountain and crashed. Four passengers were killed while the pilot and another passenger were seriously injured.

Harrison Airways

On final approach to Vancouver Airport, the left engine failed. The airplane lost height and crashed about 1,200 meters short of runway threshold. There were no casualties.

Dale Electronic

The approach to Olathe-Johnson County Airport was completed in poor weather conditions due to fog and low clouds. When the pilot passed below the clouds, the airplane was at an altitude of 400 feet just over the runway end. control was lost and the airplane crashed by the runway and was destroyed. The pilot, sole on board, was killed.

Les Liaisons Aériennes

The twin engine airplane was completing a charter flight from France to Innsbruck-Kranebitten Airport. While descending in marginal weather conditions, the airplane struck the slope of Mt Toralm located 17 km from the airport. The wreckage was found few hours later. The airplane was totally destroyed and all three occupants were killed.

Map Studios Productions

We were up early. There was a pre-dawn promise of spring in the air, and it had its own mystical Karoo flavour, recognized and eagerly anticipated only by those who have been there. This was to be a day like no other. It would be a mountain day. Libby and I had arranged to meet at breakfast, a two star event in Beaufort West. Elizabeth 'Libby' Stark, a Private Pilot in her own right, had an energetic, bubbly personality, and was a navigator of note. Her apprenticeship well served, she had crisscrossed vast expanses of Southern Africa in a surveyors bid to capture and record – if only for now – vital information for which mining companies, municipalities and a host of private and government agencies paid very well. Klaus Buchholz on the other hand was an unknown quantity. Recently arrived in South Africa, he was making his way in his chosen field of electronics, seeing the vast expanse of his new home in double quick time from the platform of a 'go anywhere' survey aircraft. Libby would be working up front with me, whilst Klaus would be doing his own thing in the back, behind a rack of instruments the complexity to which I would not be privy. South Africa was at war – if only sporadic and low key, and ours was a civilian operation. 'We were not to know' as the expression goes. The nature of the survey however gave away its end purpose, we where in the course of a single day to cover a vast area at a height above ground of 300 feet, traversing the most singularly remote and spectacular mountains in South Africa – the Roggeveldberge. Specific to this survey was the line spacing. Each line was to be flown no less than 5 kilometers from the previous line. The height above ground would have to be at as constant a parameter as was humanly possible; calling for a day where the pilots attention would be directed endlessly at the radar altimeter as the aircraft followed the undulations of the mountainous terrain below. No roller coaster anywhere on earth could provided such a spectacularly panoramic view of this vast empty stately landscape. This would be a hit or miss operation – a very general survey. After all, self-sufficiency was what being South African was all about. On board was a Scintillometer, a device carrying a crystal that would be able to detect any radioactivity should it be encountered. Remote and semi- covert – we were on our own. Full of anticipation I was going to meet an old friend, all-be-it in a different guise. ZS-CWD was a famous and venerable bird of the skies. First imported to South Africa by the late John Schlesinger this aircraft was then the latest state-of-the-art wonder machine. Equipped with two IGSO 540 engines it required kid-gloves on the part of the pilot not to grind away the gearing on the propellers, not to over boost the supercharged engines that were capable of reaching 48 inches of manifold pressure at an instant, nor to over impress any bystander whose head would be turned towards that most distinctive roar on takeoff. As the Flagship of Map Studio Productions, Charlie Whisky Delta and I had spent no less than 1301 hours in the sky on every conceivable survey mission. Starting on 13 March 1968, we had kept our secrets. Not much takes place on mother earth without an aerial photograph first being obtained from an archive or if not available, then from a commission to go out and get the necessary pictures. We were therefore on the cutting edge of up and coming projects in South Africa, pre-knowledge of which would have had the potential of throwing the JSE into disarray and turning those in the know into instant millionaires. Winding along the dirt road leading to a typical unkempt small town airfield, CWD came into view. No longer recognizable in the distinctive black, gray and orange livery of Map Studio Productions, the inscription read 'Planning and Mapping'. No matter; CWD was instantly recognizable and if inanimate objects are capable of embrace, we did just that. Pursuant to their own expertise the crew set about readying their stations for the mission ahead. It would, of necessity, be a long day. No sooner airborne and Libby took control. On her lap were the mosaics, on which were drawn the predetermined lines we were going to have to locate and follow to the satisfaction of client and conscience. What was different this time was that ground proximity required a level of situational awareness, not to be found in a photographic environment. The geophysical survey operation as distinct from a photographic one – (where all that is required is a stable platform for the camera to do its work) – dictates constant power adjustments of mixture, pitch and throttle to accommodate the fluctuating terrain and hold that all important distance between ground and equipment. Flight path is under constant surveillance from a camera facing down under the fuselage, and ground separation is being monitored at all times. With crew performance being scrutinized in this way, there was no room for error. The Aero Commander Series of aircraft (all but relegated to posterity by the specialization to be found in aviation these days) were machines with high aspect ratio wings (i.e. highly tapered) which at speed, made for a wonderfully stable platform for photography. What we were not told, and had to find out for ourselves, was something that would have a decisive influence on the outcome of our activities that day. The tracer camera beneath the aircraft, set at its fastest, would only record an unbroken flight path if the aircraft could be flown at no more than 150 knots. Aero Commanders were most stable and therefore controllable at their cruising speed of 170 knots. This, more than anything else, became the single most important factor overriding that day's operation. With an unbroken flight path record, correlating data collected would proceed unimpeded. Back at base the rest of the team busied themselves with reams of film and graphic recordings from the previous days production and were the only people aware of our mountain project that day. We would be expected back around four thirty in the afternoon. Radio communication from our low level and remote situation was all but impossible - in any case we where far too busy with the hands-on nature of the job to take time out communicating an irrelevant position report. Our only other possible traffic that day would be soaring mountain raptors. Up and down the imaginary roller coaster we flew. Strapped to our stations, we followed those vertical and horizontal contours. If fatigue was setting in we were too involved to be able to detect its insidious inroads. A welcome break occurred when at around noon our fuel situation required a landing at Fraserburg. For most of the morning we had approached and tackled those mountain ramparts head- on. For the uninitiated this would be like approaching Table Mountain from the height of one of the taller downtown buildings. The trick lay in knowing at what point to start the climb that would allow the aircraft to clear the ridges at the top of the mountain with the required 300 feet in hand. Libby indicated with two fingers in the air that we were on our second last line for the day. It was now four o'clock in the afternoon and we were flying north. The last line would take us east towards Beaufort West and a well-deserved shower and cold beer. For the first time that day the mountain confronting us looked just too mighty to challenge, the same way we had tackled the rest. I indicated my intention to break line, at which point Klaus would suspend his recordings while we retraced our flight path, all the time climbing to a safer altitude from where we could tackle the apex in a securer position. The decision (while time still permitted) to break line, was lying on Libby's lap, as she would have to find a suitable feature on the ground up ahead for the tracer camera record, in order to identify the exact point at which Klaus had stopped his data. It was later determined that the farm road Libby had chosen on which to break line lay approximately 5 to 6 kilometers from the base of this particular mountain. At the moment the 'break line' call was given, a climb to the left was initiated and as we now found ourselves in a huge amphitheatre with a saddle dead ahead connecting an isolated koppie, known as Bobbejaan's Kop to the rest of the ramparts of this colossal obstacle, a decision had to be taken as to whether the rate of climb would permit for an assault on the saddle or if a climbing turn to the right would the safer option. The climb required for the saddle was lacking in momentum and a right hand turn was commenced that would take the now rapidly climbing Aero Commander on a course parallel to an immense rock face. At optimum climb speed, with balls to the wall, the rate of climb had increased to 2000 feet per minute, a sure indication we where in the grips of a mountain wave. Pointing the nose of CWD away from the mountain we drew level with the krans, The IGSO 540s were at max takeoff power and it was all action. Fate being the hunter, we were now in the hands of providence. Time-warped moments can be relived, and those last few seconds before impact are today as vivid as if they occurred only yesterday. Sudden death has to be the most expeditious way of leaving this planet. Before the mind can comprehend what in fact is taking place – life is painlessly over. Facing death should not be what a normal working day is all about – however, hazards abound in an aviation environment where pushing the envelope is hardly ever called into question and expertise is a presumption rather than a reality. If a moment can be frozen in time, it has to be those seconds before inevitable death that become etched on the brain as it miraculously comes to the realization that somehow the inevitable did not happen. Some people will pass it off, as a close call. What happened to Libby and myself in the Roggeveldberge on the 16 October 1974 defies explanation. Out of control and hurtling towards certain destruction – at full flying speed, the only thought was – 'this is it, I'm dying'. On reflection; if you remember hearing the destructive noises at the moment of impact, then guess what? – You have survived. Other senses were delivering the screams coming from Libby, as the same inevitability of our fate became evident to her, and then the sight of all those rocks along the edge of the krans. In a flash it was over. The all-pervading sensation now, was the utter silence of this place. There was a slight breeze and only silence. I was facing at some 70 meters distance, the wreck of CWD, and less than 5 meters from CWD was the vertical edge to the krans – a krans the height of our survey. On impact (it was determined later) the right wing struck the ground first where traces of the navigation light were found. The main body of the fuselage then struck a large rock at a speed and angle sufficient to cause the nose of the aircraft to break and tuck under the rest of the fuselage, depositing the pilot on the mountain in an upright position still strapped to his seat. Libby and Klaus were carried further in the aircraft as it careened forward through the rocks to total destruction. Undoing my seat belt I made my way over rocks towards the wreck at the same time noticing Libby moving away from the carnage that was once CWD. Klaus was nowhere to be seen. At the wreck my first concern was to make Libby comfortable. Fuel was dripping from the wings and a fire was a real threat. Tearing some carpeting from the exposed wreck I got her to lie down. It was glaringly obvious that she was in considerable distress, as a large bump had developed above her buttocks. There was total silence, other than the whimpering sounds coming from Libby, and I expected the worst for Klaus. The sun was sinking fast, and to all intents and purposes nobody knew of our plight. A chill, common to high mountain environments, was already noticeable and I knew instinctively that Libby would not survive the night if a rescue was not mounted …the problem now, was how to get off the mountain. Texts and photos: Nico Willoughby-Smith

Prospec

The twin engine airplane was engaged in a local aerial photogrammetry mission, taking part to the Rio Acaraú project. In flight, the airplane went out of control and crashed in a wooded area. The airplane was totally destroyed and all four occupants were killed, two crew members and two engineers. Henrique Presgrave, the navigator, was one of the co-founder of Prospec. Crew: Alfredo Sender, pilot, Henrique Presgrave, navigator. Passengers: José de Almeida, John Mirstik.

Roberto Suarez

Crashed in unknown circumstances near the Santa Cruz Airport. The occupant's fate remains unknown.

Línea Aérea Taxpa

The twin engine airplane was completing a charter flight from Santiago de Chile to the Island of Robinson Crusoe on behalf of the Fishing Cooperative of Juan Fernandez. After departing Los Cerrillos Airport in Santiago, the pilot completed a technical stop at Valparaíso-Rodelillo Airport to refuel. While cruising at an altitude of 6,000 feet about 330 km west the Chilean coast in strong west winds, the pilot informed ATC about an engine failure. Shortly later, the airplane crashed into the Pacific Ocean. SAR operations were conducted but no trace of the airplane nor the eight occupants was ever found. Crew: Germán Acevedo Salas, pilot. Passengers: Víctor Duque Martínez, Eulogio Riveros, Carmen Camacho, Mónica Araya, N. Araya, Guillermina N. de Araya, Varsovia N. de Recabarren.

Air Lease

On a night approach to New Orleans-Lakefront Airport, the pilot encountered poor weather conditions with low ceiling. Unable to locate the runway, he abandoned the approach and initiated a go-around. Few minutes later, during a second attempt to land, he decided to descend below MDA when the twin engine airplane struck the water surface and crashed into Lake Pontchartrain few miles short of runway. All three occupants were killed but only two bodies were recovered.

Colorado Aviation

En route from Atlanta to Martinsville, while cruising under VFR mode, the pilot encountered poor weather conditions with low ceiling, rain and fog. In reduced visibility, the twin engine airplane struck trees and crashed in a hilly terrain located in the Catawba mountain range, some 11,8 miles northwest of Roanoke. The wreckage was found three days later. The aircraft was destroyed and all six occupants were killed, among them the American Actor Audie Murphy aged 45.

Mobile Auto Crushing

Shortly after takeoff from Butler-Graham Airport, while in initial climb, the airplane stalled and crashed in flames near the runway end. The aircraft was destroyed by a post crash fire and all three occupants were killed.

BVBA Gebroeders

While approaching Kortrijk-Wevelgem Airport, the twin engine aircraft crashed in unknown circumstances in a field located in Moorsele, about 4 km northwest of the airport. The occupant's fate remains unknown.

Rocky Mountain Airways

On final approach to Aspen-Pitkin County-Sardy Field by night and marginal weather conditions, the pilot get troubled by the presence of frost on the windshield and failed to realize his altitude was insufficient. The airplane struck the slope of a mountain located few miles short of runway and was destroyed upon impact. All eight occupants were killed.

Líder Taxi Aéreo

The twin engine aircraft departed Rio de Janeiro-Santos Dumont Airport at 0450LT on a cargo flight to Belo Horizonte-Pampulha Airport, carrying a crew of two, one loadmaster and a load of newspapers. While cruising by night, the crew failed to realize his altitude was insufficient when the airplane struck the slope of a mountain located 20 km from Itabira, east of Belo Horizonte. The aircraft was destroyed on impact and all three occupants were killed.

United States Army

The crew was completing a mission from Lakehurst, NJ, when the airplane crashed in unknown circumstances in Easton, PA. Two crew members were killed while a third occupant was injured.

Agua y Energía Eléctrica

Shortly after takeoff from Mendoza-Aeroparque Ciudad Mendoza Airport, while climbing, the airplane went out of control and crashed in the district of Los Horcones, near the airport. All six occupants were killed.

Barrow Air Services

Shortly after takeoff from Barrow Airport, while in initial climb, the right engine failed. The pilot lost control of the airplane that stalled and crashed in flames. A passenger was seriously injured while seven other occupants were killed.

Munz Northern Airlines

After takeoff from Tin City, the right engine malfunctioned. The pilot lost control of the airplane that crashed by the runway. Both occupants were seriously injured and the airplane was destroyed.

ABC-PRS Airways

The pilot was completing a positioning flight when control was lost. The airplane crashed into the sea off San Juan. Some debris were found a day later but no trace of the pilot who was presumed dead.

Rexall Drug and Chemical Corporation

While completing a regional executive flight, the pilot encountered technical problems en route and elected to make an emergency landing. While flying over mountainous terrain, he attempted a wheels-up landing on a hillside when the airplane crashed. The burned wreckage was found a day later and the pilote, sole on board, was killed.

Private American

Shortly after a night takeoff from North Platte-Lee Bird Airport, while in initial climb, both engines failed simultaneously. The pilot informed ground about his situation and decided to return to the airport for an emergency landing. Few second later, he realized he could not make it so he ditched the airplane into lake Maloney located 7 miles southwest of the airport. While the aircraft was destroyed, the pilot was seriously injured.

Aviation Communications

The crew departed Reykjavik on a flight to Kulusuk with equipments which should be dropped off. En route, weather conditions worsened and while cruising in whiteout conditions, the crew lost his orientation when the airplane struck the ground and crashed. A pilot was killed while two other occupants were seriously injured.

Lytle’s Transfer %26 Storage

The twin engine airplane departed Altoona Airport at 0328LT. Few minutes after takeoff, the pilot informed ATC he was starting the descent to Philadelphia Airport located 172 miles east of his position. About an hour later, apparently disoriented, the pilot lost control of the airplane that crashed in an open field located in Reynoldsdale. The pilot and a passenger were killed while the second passenger was seriously injured.

Private American

On final approach to Elkhart Airport, after passing the VOR, the pilot cancelled his IFR flight plan and continued under VFR mode despite poor weather conditions (low ceiling and snow falls). While circling to land, he failed to locate the runway that was covered with snow and the aircraft was not properly aligned with runway. The airplane overshot and then collided with a building before crashing on the ground. The pilot was seriously injured and the aircraft was destroyed.

R.D. Marcotte %26 Associates

Shortly after takeoff from Minneapolis-World Chamberlain Airport, while climbing, the pilot informed ATC about fire on board and that smoke spread in the cabin and cockpit. He elected to make an emergency landing when control was lost and the airplane crashed in flames on Interstate highway. The aircraft was destroyed and the pilot was killed.

Parkway Corp.

While in cruising altitude under IFR mode, the pilot encountered poor weather with icing conditions. The airplane entered an uncontrolled descent until it crashed in an open field located near Spring City. The pilot was killed and the aircraft was destroyed.

Jack Adams Air

The pilot was conducting a ferry flight out from Memphis-Metropolitan Airport. While in cruising altitude, the airplane entered an uncontrolled descent. Due to overload failure, several parts of the airplane separated and it eventually crashed in an open field located near South Haven. The pilot, sole on board, was killed.

Private American

While cruising by night, the pilot encountered poor weather conditions with low clouds and heavy rain falls. At cruising altitude, control was lost. The aircraft went into an uncontrolled descent and eventually crashed in an uninhabited area located in the region of Meeker. The aircraft was totally destroyed and all six occupants were killed.

Private American

While in cruising altitude, the pilot informed ATC about an engine failure and obtained the permission to divert to Red Bluff Airport for an emergency landing. While approaching Red Bluff-Bidwell Field, the pilot was unable to maintain a safe altitude and due to an insufficient speed, the airplane stalled and crashed in a field located few miles from the airport. The aircraft was destroyed and both occupants were killed.

Central Airways

En route, the crew encountered poor weather conditions with snow showers. In a visibility reduced to two miles, the pilot-in-command lost control of the airplane that dove into the ground and crashed in a huge explosion in an open field. The aircraft was destroyed and all six occupants were killed.

Private American

En route, the pilot informed ATC that one of the engine failed and obtained the permission to divert to the nearest airport for an emergency landing. Shortly later, the pilot realized it would be impossible for him to reach the airport so he decided to attempt an emergency landing in an open field. The airplane slid for several yards before coming to rest. All four occupants were unhurt while the aircraft was damaged beyond repair.

Cordova Airlines

En route, the pilot encountered poor weather conditions and while cruising at low height, the airplane struck the water surface and crashed into Tustumena Lake. The airplane sank and was not recovered. A passenger survived and was slightly injured while four other occupants were killed.

Private American

Following an uneventful flight from Washington DC, the pilot started the approach to Westfield-Barnes Airport in marginal weather with a visibility less than two miles due to fog. On final, while under control, the twin engine aircraft struck the ground about three miles short of runway, near Southampton. The pilot and a passenger were killed while three other occupants were injured. Crew: Edwin T. Zimny. † Passengers: Ted Kennedy, Senator, Birch Bayh, Senator, Mrs Bayh, Edward Moss, personnel assistant to Mr. Kennedy. †

Private American

The pilot attempted to takeoff from a private airstrip at San José del Cabo by night. Shortly after liftoff, while in initial climb, the twin engine airplane struck power cables, stalled and crashed into the sea some 50 meters off shore. The aircraft was destroyed and the pilot was killed. The airplane was owned by the industrial Juan Abelardo Rodriguez Sullivan.

Colombian Air Force - Fuerza Aérea Colombiana

The twin engine aircraft left Buenaventura Airport at 0940LT for 45 minutes flight to Cali, ETA 1025LT. En route, the aircraft crashed in unknown circumstances, killing all four occupants.

United States Air Force - USAF

Shortly after takeoff from Mackall AAF, while climbing, the airplane went out of control and crashed three miles south of the airfield. Both occupants were killed.

Colombian Air Force - Fuerza Aérea Colombiana

On final approach to Puerto Salgar-Capitan Germán Olano Moreno Airport, the twin engine aircraft went out of control and crashed into the Río Magdalena. Both crew members were killed.