Mastery Flight Training, Inc.  Beech Weekly Accident Update archives


May 2006 Reports


Official information from FAA and NTSB sources (unless otherwise noted).  Editorial comments (contained in parentheses), year-to-date summary and closing comments are those of the author.  All information is preliminary and subject to change.  Comments on preliminary topics are meant solely to enhance flying safety.  Please use these reports to help you more accurately evaluate the potential risks when you make your own decisions about how and when to fly.  Please accept my sincere personal condolences if anyone you know was in a mishap. I welcome your comments, suggestions and criticisms.  Fly safe, and have fun!


Copyright 2006 Mastery Flight Training, Inc.  All Rights Reserved



5/4/06 Report




4/20 0047Z (2047 local 4/19/2006):  A Be33 landed gear up at Charleston, West Virginia.  The solo pilot was not hurt, while damage and weather are both “unknown.”  N9556Q (CD-1033) is a 1966 C33 recently (July 2005) registered to a corporation based in Wilmington, Delaware.


(“Gear up landing”; “Recent registration”)


4/21 0000Z (1800 local 4/20/2006):  A Be36 “nosed over” on landing at Elizabeth, Colorado.  The two aboard weren’t hurt; damage and weather are “unknown.”  N111ZW (E-396) is a 1973 A36 registered since 2001 to a co-ownership in Elizabeth.


(“Gear collapse on landing”)


4/26 0000Z (2000 local 4/25/2006):  A Be24 “crashed under unknown circumstances in a wooded area,” killing the two aboard while causing “unknown” damage to the Sierra.  Weather was “not reported.”  N9774L (MC-111) is/was a 1972 A24R recently (January 2006) registered to an individual in Port St. Lucie, Florida.


(“Crash/Unknown”; “Fatal”; “Recent registration”)


4/27 0130Z (1730 local 4/26/2006):  A Be18 crashed on landing under “unknown circumstances,” at Kotzebue, Alaska.  The solo pilot reports no injury and damage is “unknown.”  Weather: 2000 overcast, visibility 10 miles, with surface winds at 16 knots.  N135W (BA-643) is/was a 1963 H18 recently (July 2005) registered to an individual in Wasilla, Alaska.


(“Landing/Unknown”; “Recent registration”)


4/29 2009Z (1409 local):  A Be24 was “reported disabled on the runway” at McClellan Airfield, Sacramento, California.  Two aboard the Sierra weren’t hurt and damage is “minor.”  Weather was “VFR”.  N2074P (MC-608) is a 1978 C24R registered since 2003 to an individual in Carmichael, California.


(“Gear up landing”—‘disabled on the runway’ is a common euphemism for a LGRM)



NEW NTSB PRELIMINARY or FACTUAL REPORTS:  All previously reported in the Weekly Accident Update, and subject to update per NTSB findings.


**4/16 triple-fatality Be60 apparent stall on takeoff at Gainesville, Florida.  This confirms the FAA preliminary report and refutes press accounts that the airplane had “circled the airport several times” after takeoff but before the crash.  The flight was reportedly testing an experimental autopilot, which may have been a factor.  Change “Crash/Unknown” to “Stall/Spin on takeoff”—as always, subject to further update as the investigation progresses.**   



5/11/06 Report




5/1 (time not reported):  An emergency exit window from a Be58 separated in flight and landed in a populated area near the Buttonville Airport, Markham, Ontario Canada.  No one was injured.  The Baron was reportedly on a dual instructional flight when the window separated.  Local media reports sensationalized the story in part because this was the second incident of light airplane parts falling from the sky in that area in recent days.  Two days earlier part of the door of an unidentified airplane fell in the same area, cutting a man’s arm when it hit him on the ground.  The Baron window reportedly missed a bystander by 12 feet.  Weather conditions were not reported; the Baron 58 (registration and serial number unknown) is registered to a college flight training program in Markham.


(“Window separation in flight”—carefully latch the cabin ventilation/emergency exit window before takeoff.  For those with the pull-pin-type latch release, check at least monthly and after any maintenance or inspection that the pin is correctly and fully inserted.  In airplanes with the later “red handle” exit release, confirm the red handle is safety-wired in place at the same intervals.)





5/4 2353Z (1953 local):  Taxiing in after landing at Tuscaloosa, Alabama, the nose gear of a Be58 collapsed, causing “minor” damage.  The person(s) on board were not hurt.  Weather: “few clouds” at 5000 feet, visibility 10 with a seven-knot wind.  N6745M (TH-1124) is a 1980 Baron 58 registered since 2000 to a corporation in Northport, Alabama.


(“Gear collapse during taxi/on ramp”—if I had to guess I’d say either gear rod end failure or very low nose gear tension combined with a bump or an abrupt ground maneuver)


5/5 1535Z (0835 local):  A Be23’s “gear collapsed” during a hard landing at Kingman, Arizona, followed by a fire that caused “substantial” damage.  The solo pilot was not injured.  Weather at Kingman was “not reported.”  N8750M (M-538) is a 1964 Model 23 recently (April 2006) registered to an individual in Rifle, Colorado.


(“Hard landing”; “Substantial damage”; Recent registration”—landing characteristics of the Aero Club-series Beechcraft are significantly different from other four-seat light airplanes.  This may have been a factor if the pilot did not have much time in type before the attempted landing)


5/5 2215Z (1815 local):  A Be35 landed gear up at Murfreesboro, Tennessee.  The lone pilot avoided injury and damage is “minor.”  Weather: 6500 scattered, visibility 10 miles with a seven-knot wind.  N5624S (D-8168) is a 1966 V35 registered since 2000 to a corporation in Hendersonville, Tennessee.


(“Gear up landing”)


5/8 1421Z (1021 local):  A Be58’s “nose gear collapsed in the run up area” at Hollywood, Florida.  The two aboard report no injury; damage is “unknown” and weather “not reported.”  N29CP (TH-33) is a 1970 Baron 58 registered since 1993 to an individual in Dania Beach, Florida.


(“Gear collapse during taxi/on ramp”—another likely rod end or similar failure)


5/9 0056Z (1956 local 5/8/2006):  The pilot of a Be23 was unhurt and his/her passenger suffered “minor” injuries, when the airplane “crashed under unknown circumstances” northeast of Bishop, Texas.  The Beech has “substantial” damage.  Weather in the area was 25,000 scattered, visibility unlimited with an 11-knot surface wind.  N5021M (M-2048) is a 1978 C23 registered since 2003 to an individual in Corpus Christi, Texas.


(“Crash/Unknown”; “Substantial damage”)



NEW NTSB PRELIMINARY or FACTUAL REPORTS:  All previously reported in the Weekly Accident Update, and subject to update per NTSB findings.


**4/13 C24R loss of directional control on landing at Panama City, Florida from an apparent low or flat tire on landing.  Change “Weather not reported” to “VMC” and add “Substantial” damage.**


**4/26 double-fatality A24R crash at Okeechobee, Florida.  Change “Crash/Unknown” to “Loss of control--In-flight break-up”, “Weather not reported” to “VMC” and add “Aircraft destroyed.”  Weather was apparently good and the break-up occurred near dusk; that portion of Florida is sparsely populated and somewhat featureless from the air, so the report is consistent with pilot disorientation in the fading light leading to a loss of control and eventual in-flight break-up from overstressing the airframe.  This, of course, is subject to update as the investigation continues.”** 


5/18/06 Report




Date and time not reported; some time in the first week of May:  An air cargo Be58 landed gear up a Norfolk, Virginia.  There are no reported injuries.  The Baron was given temporary repairs and flown on a Special Flight Authorization (“ferry permit”) to its base at Columbus, Ohio, with the landing gear braced in “down” position.  Aircraft serial number and registration is unknown, and weather conditions were not reported.


(“Gear up landing”—there’s inherent danger in ferrying an airplane with engine[s] that have suffered propeller strikes, but the engines may have been changed for the ferry flight.  Thakns, reader, for this report)





5/3 1720Z (1920 local):  A Be24, “owned and piloted by the accident pilot, was destroyed when it impacted terrain under unknown circumstances near Albshausen, Hessen, Germany. Day visual meteorological conditions prevailed at the time of the accident. The pilot and one passenger were fatally injured. The flight originated from Marburg-Schoenstadt, Germany.”  D-ELES was a C24R; no other registration or serial number details are available.


(“Crash/Unknown”; “Fatal”; “Aircraft destroyed”)


5/9 1915Z (1515 local):  A Be23 landed and the “right main gear folded,” landing from a local flight at Lakeview, Michigan.  The two aboard weren’t hurt and aircraft damage is “minor.”  Weather was “clear and 10” with a surface wind from 150 degrees at 13 gusting to 17 knots.  N2378Z (M-102) is a 1962 Model 23 recently (July 2005) registered to a co-ownership in Howard City, Michigan.


(Most likely “Loss of directional control on landing” as a result of the crosswind; “Recent registration.”  Lakeview [identifier 13C] has a single, 3500 x 75 ft paved runway aligned due east/west as Runway 9/27).


5/12 2240Z (1540 local):  Completing an IFR flight from Fresno, California, a Be35 “went off the end of the runway” at San Diego, California’s Montgomery Field.  The solo pilot reports no injury and damage is “minor.”  Weather at KMYF: 1400 broken, visibility seven, with surface winds from 200 degrees at seven knots.  N4662M (D-10125) is a 1978 V35B registered since 1979 to an individual in Sanger, California.


(“Landed long”—there’s nothing unusual about the flight log of this trip from near the pilot’s home to San Diego.)


5/13 1339Z (0939 local):  A Be35 landed gear up at St. Petersburg, Florida.  Two aboard the flight escaped injury despite “substantial” aircraft damage.  Weather at St. Petersburg: 4500 scattered, visibility 10 miles with an eight-knot surface wind.  N8851M (D-7362) is a 1964 S35 recently (August 2005) registered to a corporation in St. Petersburg.


(“Gear up landing”; “Substantial damage”; “Recent registration”) 



NEW NTSB PRELIMINARY or FACTUAL REPORTS:  All previously reported in the Weekly Accident Update, and subject to update per NTSB findings.


**5/3 double-fatality C24R crash near Albshausen, Hessen, Germany, cited above.**



5/25/06 Report




A reader writes:


5/18 (time not reported): A Be36 landed hard in strong, gusty winds, at Rome, Georgia.  The Bonanza’s nose gear was “bent back” but otherwise damage is “minor.”  No one was hurt and there is no aircraft registration or serial number information available.


(“Hard landing”—thanks, reader, for this report)





5/17 2200Z (1700 local):  A Be18 landed gear up at Hammond Airport, Louisiana.  The solo pilot was not hurt despite “substantial” aircraft damage.  Weather was 6600 scattered, 9000 scattered, visibility 10 miles with a surface wind form 320 degrees at 10 gusting to 20 knots.  N18LK (BA-230) is a 1956 E18S recently (November 2005) registered to a corporation in Wilmington, Delaware.


(“Gear up landing”; “Substantial damage”; “Recent registration”--another in the correlation between strong surface winds and landing gear-related mishaps)


5/17 2235Z (1735 local):  During taxi a Be60 “went off the ramp” and its landing gear “became stuck in the mud,” at Jackson, Mississippi.  The solo pilot was not hurt and there is no reported damage.  Weather conditions were “not reported.”  N5888L (P-89) is a 1969 Model 60 Duke registered since 2003 to a corporation based in Emmitsburg, Maryland.


(“Taxied into obstruction/pedestrian/other aircraft”—it is truly odd that this was reported to the FAA, but once a report is received the FAA is obligated to investigate, if only superficially)


5/18 1815Z (1315 local):  A Be33 “ran off [the] left side of [the] runway on landing and hit the 2000 foot [remaining] marker sign.  [The] aircraft reentered [the] runway and taxied to the ramp,” at Greenville, Mississippi.  The two aboard weren’t hurt and damage is “minor”.  The Bonanza was on a VFR flight from Atlanta, Georgia with an intended final destination of Ennis, Texas.  Weather at Greenville was “clear and 10” with a surface wind from 290 at 17 gusting to 21 knots.  N893R (CD-35) is a 1960 35-33 Debonair registered since 2004 to an individual in Decatur, Georgia.


(“Loss of directional control on landing”) 


5/24 0135Z (2035 local 5/23/06):  A Be60 was taking off from Camdenton, Missouri, when it “struck a deer and went off the end of the runway and down an embankment.”  The pilot and three passengers report no injury despite “substantial” damage to the Duke.  Weather in the area was “clear and 10” with a three-knot wind.  N51CL (P-260) is a 1974 B60 registered since 202 to a corporation in Chesterfield, Missouri.


(“Impact with object/animal during takeoff”; “Substantial damage”—Camdenton’s 4000-foot runway is short by Duke standards, with little room to abort a takeoff if the impact happened late in the ground roll)



NEW NTSB PRELIMINARY or FACTUAL REPORTS:  All previously reported in the Weekly Accident Update, and subject to update per NTSB findings.


**5/8 C23 engine failure on takeoff at Bishop, Texas. Change “Crash/Unknown” to “Engine failure on takeoff—engine maintenance test flight” and add “Serious” injuries to both persons aboard.  The NTSB reports: “A patrolman, who responded to the accident site, reported that the pilot and pilot-rated passenger had been performing maintenance on the engine and elected to take a short flight to verify the proper operation of the engine. They added that they had taken off from runway 15, and on the initial climb, the engine lost power. The pilot elected to return to the airport, and while attempting to make the airport, the pilot lost control of the airplane. The airplane impacted in a nose low attitude into a cotton field approximately 300 feet west of the extended centerline for runway 15. There was no fire. The FAA inspector, who responded to the accident site, confirmed that the ground scars and the crushing damage sustained by the forward area of the fuselage were consistent with ground impact in a pronounced nose low attitude. The inspector was also able to confirm the presence of fuel and establish flight control continuity. He added that the airplane came to rest in the upright position; however all 3 landing gear were collapsed. The flaps were found in the retracted position. The engine was found in the inverted position, buried under the nose of the airplane. The propeller was still attached to the engine and neither propeller blade had any leading edge damage or ‘S’ bending” [that indicates the engine was not developing power at the time of impact].  Another attempt at “the impossible turn” back to the runway when an engine quits on takeoff. **




SUMMARY: Reported Raytheon/Beechcraft piston mishaps, year-to-date 2006:


Total reported:  83 reports 


Operation in VMC:  50 reports     (60% of total) 

Operation in IMC:   8 reports     (10% of total) 

Weather “unknown” or “not reported”:  25 reports     (30% of total)

Operation at night:  7 reports     (8% of total)          


Fatal accidents:  16 reports     (20% of total)

“Serious” injury accidents (not involving fatalities):  2 reports   (2% of the total)      


“Substantial” damage:   24 reports     (29% of total) 

Aircraft “destroyed”:   11 reports     (13% of total) 


Recent registration (within previous 12 months):   19 reports     (23% of total) 


(Note: FAA preliminary reports no longer identify the purpose of the flight involved in mishap.  Consequently the number and percentage of Beech mishaps that occur during dual instruction will become less and less accurate over time.  Since the late 1990s the percentage of Beech mishaps that take place during dual flight instruction has remained very consistently about 10%). 



By Aircraft Type:


Be35 Bonanza  16 reports

Be33 Debonair/Bonanza   13 reports 

Be58 Baron   11 reports 

Be36 Bonanza   10 reports 

Be23 Musketeer/Sundowner  8 reports 

Be55 Baron    8 reports      

Be24 Sierra  6 reports  

Be18 Twin Beech  4 reports 

Be60 Duke   4 reports

Be95 Travel Air  2 reports 

Be56 Baron  1 report 

Be76 Duchess   1 report 




PRELIMINARY DETERMINATION OF CAUSE (all subject to update per NTSB findings):


LANDING GEAR-RELATED MISHAPS  (32 reports; 39% of total)


Gear up landing

14 reports (Be18; Be24; five Be33s; three Be35s; Be36; Be55; Be58; Be95)


Gear collapse (landing)

13 reports (Be18; two Be24s; three Be35; three Be36s; two Be55s; two Be58s)


Gear collapse during taxi/on ramp

2 reports (both Be58s)


Gear collapse (touch and go)

1 report (Be55)


Gear collapse—known inadvertent pilot activation of gear on ground

1 report (Be55)


Gear up landing—known mechanical system failure

1 report (Be60)



ENGINE FAILURE  (10 reports; 12% of total)


Engine failure in flight

3 reports (Be33; Be35; Be58)


Fuel starvation

2 reports (Be23; Be35)


Engine failure on takeoff

1 report (Be36)


Engine failure on takeoff—loss of oil pressure

1 report (Be33)


Engine failure on takeoff—engine maintenance test flight

1 report (Be23)


Engine failure in flight—loss of oil pressure

1 report (Be36)


Engine failure in flight—piston/cylinder failure

1 report (Be36)



IMPACT-RELATED FAILURE ON LANDING  (10 reports; 12% of total)


Loss of directional control on landing

5 reports (two Be23s; Be24; Be33; Be58)


Hard landing

4 reports (two Be23s; two Be36s)


Landed long

1 report (Be35)



CAUSE UNKNOWN   (8 reports; 10% of total)



4 reports (Be18; two Be35s; Be58)



4 reports (two Be23s; Be24; Be35)



MISCELLANEOUS CAUSES  (8 reports; 10% of total) 


Taxied into obstruction/pedestrian/other aircraft

4 reports (two Be35s; Be60; Be95)


Bird strike

1 report (Be33)


Smoke in cabin in flight/possible electrical fire

1 report (Be58)


Blown tire on landing

1 report (Be58)


Window separation in flight

1 report (Be58)



IMPACT WITH OBJECT DURING TAKEOFF   (5 reports; 6% of total)


Impact with object/animal during takeoff

2 reports (Be55; Be60)


Runway excursion—low visibility takeoff

1 report (Be33)


Failure to climb—contamination with snow/frost

1 report (Be35)


Loss of control during takeoff

1 report (Be18)



CONTROLLED FLIGHT INTO TERRAIN  (4 reports; 5% of total)


Attempted visual flight in IMC—mountainous terrain

2 reports (Be23; Be33)


Controlled flight into terrain—cruise flight/mountainous terrain

2 reports (Be35; Be55)



LOSS OF CONTROL IN FLIGHT  (4 reports; 5% of total) 


Loss of control during practice maneuvers at altitude

1 report (Be33)


Loss of control-- approach in IMC

1 report (Be35)


Loss of control—pilot incapacitation

1 report (Be56)


Loss of control--In-flight break-up

1 report (Be24)



STALL/SPIN  (3 reports; 4% of total)   


Stall during circling maneuver in low IMC

1 report (Be55)


Stall or spiral during go-around/missed approach

1 report (Be76)


Stall/Spin on takeoff

1 report (Be60)



Recognize an N-number?  Want to check on friends or family that may have been involved in a cited mishap?  Click here to find the registered owner.   


Please accept my sincere personal condolences if you or anyone you know was involved in a mishap.  I welcome your comments, suggestions and criticisms.  Fly safe, and have fun!



Thomas P. Turner

Mastery Flight Training, Inc.

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