Mastery Flight Training, Inc.  Beech Weekly Accident Update archives


July 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



7/6/2006 Report




A reader reports:  “I noticed that the inadvertent landing gear collapse on rollout that occurred at AJO [Corona, California] on [June] 11th doesn't show up. [It is an] H35 with [its] owner/flight school owner doing multiple landings on [a] Sunday afternoon. A large crowd that was gathered for services for the instructor in the Reno crash…was watching as this guy did several landings by himself. He doesn't admit to inadvertently activating the gear [switch] while clearing the runway. We teach do not touch anything until clear and stopped before messing with levers switches etc…. This pilot has repeatedly ignored cautions about prop blast on other aircraft and automobiles, parks the aircraft in the taxiway, does negligible preflights and is generally less than a role model for other pilots. The damage was extensive: prop, all gear doors, trunions, nose bowl, lower skin. [The a]ircraft was raised by engine eye and [the landing gear] lowered easily.”


(“Gear collapse on landing”; “Substantial damage”—thanks, reader, for your report)





6/23 2330Z (1630 local):  A Be35 landed gear up at Washugal, Washington.  The two aboard were not hurt and damage is “minor”.  Weather: “clear and 10” with surface winds gusting to 16 knots.  N8281D (D-5402) is a 1957 J35 registered since 2002 to an individual in Anacortes, Washington.


(“Gear up landing”—another correlation with gusty surface winds)


6/24 0340Z (2040 local):  A Be35 taxied into a parked Piper PA-23 at Roche Harbor, Washington.  There were no injuries; damage is “unknown”.  Weather: “not reported”.  N2810A (D-9056) is a 1969 V35A registered since 2003 to an individual in Bellingham, Washington.


(“Taxied into obstruction/pedestrian/other aircraft”)


6/24 1548Z (1148 local):  A Be55’s landing gear collapsed on landing at Titusville, Florida.  The solo pilot escaped injury; damage is “unknown” and weather conditions were not reported.  N6446N (TC-2454) is a 1982 B55 recently (April 2006) registered to a Wilmington, Delaware corporation.


(“Gear collapse on landing”; “Recent registration”)


6/26 0005Z (2005 local 6/25/2006):  A Be35 landed gear up at Gross Ile Airport, Detroit, Michigan.  The solo pilot was unhurt despite “substantial” damage.  Weather: “clear and 10” with calm winds.  N2054W (D-7991) is a 1965 V35 registered since 1997 to an individual in Riverview, Michigan.


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


6/26 2112Z (1712 local):  En route from Amarillo, Texas to Lincoln, Nebraska, the pilot of a Be33 “declared an emergency and landed south of the airport” at Lincoln.  The pilot and three passengers report no injury despite “substantial” aircraft damage.  Weather: “few clouds” at 7000, visibility 10 miles, with surface wings at 12 gusting to 20 knots.  N983T (CD-190) is/was a 1960 35-33 recently (April 2006) registered to an individual in Lincoln.


(“Crash/Unknown”; “Substantial damage”; “Recent registration” --local news shows several images of the downed airplane, and reports that although the airplane “landed on its belly” and it “did not catch fire”, the Debonair “is considered a total loss”.  The flight log and altitude track of this trip picked up the airplane at 4300 feet climbing out of Amarillo and followed it for 3 hours 12 minutes before radar coverage was lost, further suggesting that fuel may have been a factor.) 


6/27 1815Z (1115 local):  The solo pilot of a Be76 experienced a landing gear collapse during the landing roll at San Diego, California’s Gillespie Field.  The pilot wasn’t hurt despite “substantial” aircraft damage.  Weather: 20,000 broken, visibility 25 miles with calm surface winds.  N6720T (ME-335) is a 1980 Duchess registered since 1998 to a “foreign corporation” doing business as a flight training academy in San Diego.


(“Gear collapse on landing”; “Substantial damage”) 


6/28 1734Z (1234 local):  A Be33 landed gear up during a local flight at Manhattan, Kansas.  Neither person aboard was hurt and damage is reported as “minor”.  Weather: “clear and 10” with a six-knot wind.  N229ES (CE-174) is a 1967 C33A registered since 2000 to a Manhattan, Kansas-based corporation.


(“Gear up landing”)


6/29 1905Z (1505 local):  A Be35 “landed hard and veered off the runway” at Old Bridge, New Jersey.  There was no report of injury and damage is “minor”.  Weather is “unknown”.  N1735W (D-9402) is a 1972 V35B recently (June 2006) registered to a corporation based in Dayton, New Jersey.


(“Hard landing”; “Recent registration”)


6/29 2100Z (1600 local):  A Be35’s nose gear collapsed on landing at Oklahoma City, Oklahoma’s Wiley Post Airport.  There was no injury and damage is “minor”.  Weather: “clear and 10” with a seven-knot wind.  N3770Q (D-8403) is a 1967 V35 registered since 2004 to a Seminole, Oklahoma corporation.


(“Gear collapse on landing”)


7/1 1840Z (1140 local):  Two passengers died, and the pilot and a fourth passenger suffered “serious” injuries, when the pilot of a Be36 “reported engine problems” shortly after departing Camarillo, California.  The Bonanza then “crashed onto a narrow road in an orchard…four miles north” of the airport and was “destroyed”.  Weather conditions were “not reported”.  N615M (E-3344) was a 2000 A36 recently (April 2006) registered to an individual in Jackson, New Hampshire.


(“Engine failure in flight”; “Fatal”; “Aircraft destroyed”; “Recent registration”—local media reports it was a family trip; the mother and a five-year-old child died while the father [the pilot] survived with severe injuries and the other son, age 7, was able to walk away from the crash and summon help)


7/1 1855Z (1155 local):  A Be35’s gear collapsed on landing at Bakersfield, California, following a flight from San Luis Obispo, California.  The solo pilot was not hurt and damage is “minor”.  Weather at Bakersfield: “clear and 10” with an eight-knot wind.  N175T (D-9259) is a 1971 V35B registered since 2003 to a co-ownership in Albuquerque, New Mexico.


(“Gear collapse on landing”)


7/1 1840Z (1040 local):  A Be35 “lost power and force landed on a beach,” 60 miles southeast of Yakutat, Alaska.  The U.S. Coast Guard rescued the two aboard, who were not injured, and transported them to Sitka, Alaska.  The airplane has “unknown” damage and weather conditions were “not reported”.  N8690M (D-7279) is/was a 1964 P35 registered since 1996 to a co-ownership in Warrenton, Oregon.




7/3 1610Z (1010 local):  A Be36 “on departure, struck a truck and crashed” two miles north of Montrose, California.  The two aboard died in the crash and the Bonanza was “destroyed”.  Weather: “not reported”.  N1800Z (EA-228) was a 1981 A36TC recently (March 2006) registered to a corporation based in Olathe, Kansas (and reportedly sold subsequently to the mishap pilot).


(“Takeoff/Unknown”; “Fatal”; “Aircraft destroyed”—press reports state the A36TC was newly purchased and an instructor was providing checkout training at the time of the crash.    NTSB investigators are quoted as saying "According to witnesses, they did not hear sounds coming from the airplane and saw little if any rotation of the propeller…[s]o we will be looking at the engine.")



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


**6/14 double-fatality B36TC impact with terrain at North Garden, Virginia.  The pilot was attempting to “spiral down” to the private airport, which is not served by an instrument approach, after apparently getting a glimpse of the field while overflying it in IMC.  The wreckage was contained to a very small area consistent with impact in a spiral or spin.**



7/13/2006 Report




A reader reports:  6/30 (time not reported): A Be35’s nose gear collapsed on landing at Rock Falls, Illinois.  Examination revealed that the linkage from the gear motor to the firewall linkage had corroded from the inside out and broken in half.  There is no record that this part had ever been replaced or repaired since new.  The pilot was not obviously hurt and damage appears to be “minor”.  N417TZ (D-2053) is a 1949 A35 registered since 2001 to an individual in Rock Falls.


(“Gear collapse on landing—known mechanical system failure”.  Thanks, reader, for your report)


Another reader reports:  7/8 1200Z (0700 local): A Be35’s engine failed in flight near Knoxville, Tennessee.  First indication of trouble was “some engine roughness” in climb.  Then “the propeller surged to flat pitch, maximum rpm” before “the engine blew.”  The pilot skillfully glided to an injury- and damage-free landing at a small airstrip.  He credits his success to frequent engine-out practice and has posted a superb, copyrighted narrative of the entire incident (giving Mastery Flight Training, Inc. permission to point readers to this website).   N1512W (D-9332) is a 1972 V35B registered since June 2005 to an individual in Knoxville.


(“Engine failure in flight—loss of oil pressure”.  A ‘propeller overspeed’ may be the first sign of a catastrophic oil leak in most single-engine, controllable-pitch-prop airplanes.  The system logic is that an oil loss means an engine failure is imminent, so the propeller provides the maximum rpm for performance until the engine quits.  Without oil resistance on one side of the prop dome, however, the pitch change mechanism goes beyond its normal limit, allowing the propeller to exceed design rpm.  As the pilot did, one step of the procedure is to reduce throttle and/or airspeed to get the rpm back within limits, to avoid damage, a possible prop failure and a dangerous prop imbalance that can tear the engine off its mounts and make a glide impossible.  Most multiengine airplanes, conversely, are designed so that a catastrophic oil loss drives the affected propeller into feather—the logic being that the “dead engine” prop needs to be feathered for maximum performance on the operating engine.  Thanks, reader, for your report, and congratulations on an expertly performed dead-stick landing)





7/6 1645Z (1145 local):  The nose gear of a Be24 collapsed during the landing roll at Sioux City, Iowa.  The solo pilot, arriving on a cross-country flight from Lake of the Ozarks, Missouri, was not hurt; airplane damage is “minor”.  Weather at Sioux City: “clear and 10” with a nine-knot wind.  N18858 (MC-510) is a 1977 C24R recently (March 2006) registered to a corporation in Lake Forest Park, Washington.


(“Gear collapse on landing”; “Recent registration”)


7/7 1554Z (1054 local):  “In cruise flight,” a Be77 “lost all power and force-landed in a corn field” one mile south of Hastings, Minnesota.   The solo pilot aboard the local flight reports no injury; damage is “minor”.  Weather at KRGK: “clear and 10” with a three-knot surface wind, temperature 29˚C with a dew point of 15˚C.  N3868K (WA-259) is a 1981 Skipper recently (October 2005) registered to an individual in Hastings.


(“Engine failure in flight”; “Recent registration”—the temperature and dew point place this flight in the “Icing-Glide and Cruise Power” range, making carb ice a possible factor).


7/9 2000Z (1600 local):  En route form Columbia, South Carolina to Winnsboro, South Carolina, a Be35’s “engine failed” and the pilot “force landed on a highway 13 miles south of Winnsboro.”  The pilot and two passengers weren’t hurt and there is no reported damage.  Weather “not reported”.  N673V (D-6273) is a 1960 M35 recently (June 7, 2006) registered to a Wilmington, Delaware corporation.


(“Fuel exhaustion”; “Recent registration”—local media reportswhen [the pilot] heard his engine begin sputtering, he calmly landed his bird in the middle of I-26, near mile marker 93…. A mechanic and a Federal Aviation Administration representative said the plane was safe to fly about three hours later. Troopers blocked traffic so [the pilot] could take off. He landed safely at the Fairfield County airport.”  Television crews filmed the pilot pouring fuel into the Bonanza before taking off.)  


7/11 1532Z (1132 local):  Two died when “shortly after takeoff” a Be24 “crashed in a residential area” near Virginia Beach, Virginia.  The airplane was “destroyed”.  Weather: clear skies, visibility nine miles with a seven-knot wind.  N78MB (MC-645) was a 1979 C24R registered since 2001 to an individual in Norfolk, Virginia.


(“Loss of control—Door open in flight“; “Fatal”; “Aircraft destroyed”—local media reportsthe door of the plane opened after take off, and the pilot was trying to return to the airport when it crashed, said Arlene Murray, a spokeswoman for the Federal Aviation Administration.”  Overhead photos of the crash site show a very small impact area consistent with a vertical impact such as with a stall or spiral.  Two dogs on board were also killed—might they have become agitated and provided additional distraction with the noise of an open door, especially if they were not in pet carriers?)



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


**7/1 P35 forced landing on a remote beach in Alaska during an organized mass flight air tour.  “The pilot reported that while waiting for rescue, he discovered that the number four cylinder connecting rod had fractured, and was protruding through the top of the engine case.  The airplane was recovered and transported to Juneau, Alaska…[where] further examination of the engine is pending.”  Other airplanes in the flight reported the downed aviators, greatly facilitating rescue and recovery.  Change “Crash/Unknown” to “Engine failure in flight—rod/piston/cylinder failure” and add “Substantial” damage.**


**7/1 double-fatality A36 engine failure shortly after takeoff at Somis, California.**


**7/3 double-fatality A36TC engine failure at Montrose, Colorado.  Change “Takeoff/Unknown” to “Engine failure in flight**



 7/20/2006 Report




7/12 2052Z (1552 local):  Arriving from Shreveport, Louisiana, a Be36’s nose wheel collapsed on landing at Addison, Texas.  The lone pilot wasn’t hurt and damage is “minor”.  Weather at KADS was “sky clear”, visibility 13 miles, with surface winds from 210 degrees at 11 gusting to 17 knots.  N236CH (E-502) is a 1973 A36 registered since 2002 to a corporation in Lancaster, Texas.


(“Gear collapse on landing”—another correlating to strong or gusty surface winds.  A reader reports this was an air freight operation and recovery closed the runway for three hours)


7/14 0745Z (0245 local 7/13/2006):  A Be36’s night flight from Kenedy, Texas to Eastland, Texas, ended with a gear-up landing at Eastland.  The solo pilot wasn’t hurt and damage is “minor”.  Weather was “VFR”.  N369G (E-44) is a 1968 Model 36 registered since 2004 to an individual in Eastland.


(“Gear up landing”; “Night”)


7/15 1545Z (0845 local):  A Be35 “crashed on the runway under unknown circumstances”, at Beckwourth, California.  Two aboard the Bonanza have “minor” injuries, while the airplane was “destroyed”.  Weather: “few clouds” at 8000 feet, visibility 10 miles, with calm winds.  N715D (D-2986) was a 1951 C35, “registration pending: status in question”)


(“Landing/Unknown”; “Aircraft destroyed”, and I’ll presume “Recent registration”—does any reader have more details?)


7/16 0352Z (2352 local 7/15/2006):  A Be36 “went off the end of the runway and into [a] field” during a night landing at Somerset, New Jersey.  The two aboard were not hurt; damage is “unknown” and weather conditions “not reported”.  N5363P (E-980) is/was a 1977 A36 registered since 2000 to an individual in New Vernon, New Jersey.


(“Landed long”; “Night”)


7/16 1430Z (0730 local):  “On landing, the right main gear [of a Be33] collapsed”, at Mather, California.  The solo pilot reports no injury and damage is “minor”.  Weather: “clear and 10” with a three-knot wind.  N3808Q (CE-936) is a 1980 F33A registered since 7/14/2005 to a corporation in Fresno, California.


(“Gear collapse on landing”—two days outside the “recent registration” window)


7/17 0635Z (2335 local):  A Be33 landed gear up at Yuma, Arizona.  The solo pilot avoided injury and aircraft damage is “minor”.  Weather for the night landing: “few clouds” at 12,000, “few clouds” at 20,000, visibility seven miles with calm surface winds.  N2133B (CD-563) is a 1962 B33 registered since June 2005 to a corporation in Yuma.


(“Gear up landing”; “Night”)


7/18 2130Z (1630 local):  Two aboard a Be58 and one person on the ground died, and the Baron was “destroyed”, when “on approach…[it] crashed into a residential area” under unknown circumstances.  The IFR flight was arriving at Jeanerete, Louisiana, having departed Corpus Christi, Texas.  Weather was “not reported”.  N158LW (TH-381) was a 1981 58P registered since 2000 to a corporation in Baton Rouge, Louisiana.


(“Approach/Unknown”; “Fatal”; “Aircraft destroyed”—national radio news said the Baron first hit the roof of one house before glancing off and impacting a mobile home in which the third person was killed.  According to press accounts witnesses say the P-Baron may have been struck by lightning just before it went down)


7/19 0244Z (1944 local):  A Be36 received “minor” damage when it “landed hard” at Bakersfield, California.  The three persons aboard the Bonanza were not injured.  Weather: “clear and 10” with a 12-knot wind.  N4785M (E-1261) is a 1978 A36 registered since 1996 to a Wilmington, Delaware corporation.


(“Hard landing”)



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


**7/11 double-fatality C24R loss of control following a door opening in flight, at Virginia Beach, Virginia**



7/27/2006 Report




A reader writes: 7/10 (time not reported):  “My son flies for a local airline and reports that runway 09/27 in Victoria B.C. (CYYJ)  was closed for  a few hours...because a V-tail Bonanza had landed and experienced a nose gear collapse or nose gear failed to extend.” 


(“Gear collapse on landing”—thanks, reader, for your report)





7/23 1445Z (0945 local):  “On landing,” a Be23 “ran off the runway and into the trees,” at Bowie, Texas.  Two aboard the local flight report no injuries despite “substantial” aircraft damage.  Weather: “clear and 10” with surface winds at nine gusting to 14 knots, and a surface temperature of 27˚C.  N2326Z (M-26) is a 1962 Model 23 recently (September 2005) registered to an individual in Bowie.


(“Landed long”; “Substantial damage”; “Recent registration”)


7/23 2309Z (1709 local):  Two aboard a Be36 died, and a third occupant of the Bonanza received “serious” injuries, when it crashed on takeoff under unknown circumstances at Eagle Airpark, Bullhead City, Arizona.  The airplane was “destroyed”.  Weather: “clear and 10” with a five-knot wind, and a surface temperature of 47˚C (117˚F).  N241JL (E-3644) was a 2006 G36 recently (January 2006) registered to a corporation based in Santa Ana, California.


(“Takeoff/Unknown”; “Fatal”; “Aircraft destroyed”; Recent registration”--density altitude may well have been a factor)


7/24 2300Z (1800 local):  A Be36 landed gear up at Ardmore, Oklahoma.  The lone pilot was not hurt and damage is “minor”.  Weather was 8000 scattered, visibility 10 miles with a nine-knot surface wind.  N999AJ (EA-417) is a 1984 B36TC recently (April 2006) registered to a corporation in Ardmore.


(“Gear up landing”)


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


**7/18 triple-fatality 58P collision with terrain during a delayed landing abort in a thunderstorm, at Jeanerette, Louisiana.  “When about 15-nautical miles from the destination airport, air traffic control (ATC) cleared the flight for a visual approach and advised the pilot of light to moderate and possible heavy precipitation south of the 2R1 airport. The pilot then canceled his IFR flight plan, acknowledged that he had the weather in site [sic], and changed to the local airport advisory frequency. The 2R1 Airport is a non-towered airport without published instrument approaches. No other communications were received from the airplane. Witnesses at the airport observed the airplane touching down abeam the midfield taxiway on runway 04. Shortly after touchdown on the 3,000-foot long, by 75-foot wide asphalt runway, the increased noise in engine power consistent with an aborted landing was heard. The airplane was observed airborne prior to the end of the runway. The airplane failed to climb and the main landing gear collided with the 5 foot tall airport perimeter fence. The airplane subsequently collided with a concrete block building, a utility pole, several trees, the roof of a house, several strands of power lines, until it collided with a mobile home. The landing gear was found extended and with the flaps in the retracted position. A post-impact fire destroyed the airplane….The commercial pilot and his passenger were fatally injured. A resident in a mobile home impacted by the airplane also received fatal injuries.”  Change “Approach/Unknown” to “Impact with obstacle following delayed landing abort”--3000 feet is a very short runway for a 58P Baron under the best of circumstances, and requires precise airspeed and glide path control to arrive as close to the runway threshold as possible to permit even a maximum-performance stop.  Diverting under conditions of thunderstorms, and certainly aborting to a positive rate of climb immediately upon overshooting the touchdown point, may have been the better part of valor on this tragic day.**



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


Total reported:  129 reports 


Operation in VMC:  80 reports     (62% of total) 

Operation in IMC:   9 reports     (7% of total) 

Weather “unknown” or “not reported”:  39 reports     (30% of total)

Operation at night:  10 reports     (8% of total)        


Fatal accidents:  25 reports     (19% of total)

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


“Substantial” damage:   34 reports     (26% of total) 

Aircraft “destroyed”:   21 reports     (16% of total) 


Recent registration (within previous 12 months):   34 reports     (26% 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  31 reports

Be36 Bonanza   25 reports 

Be33 Debonair/Bonanza   16 reports 

Be58 Baron   13 reports 

Be23 Musketeer/Sundowner  11 reports

Be24 Sierra  10 reports   

Be55 Baron    10 reports      

Be18 Twin Beech  4 reports 

Be60 Duke   4 reports

Be76 Duchess   2 reports 

Be95 Travel Air  2 reports 

Be56 Baron  1 report 

Be77  1 report




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


LANDING GEAR-RELATED MISHAPS  (53 reports; 41% of total)


Gear collapse (landing)

23 reports (Be18; three Be24s; two Be33s; five Be35s; five Be36s; three Be55s; three Be58s; Be76)


Gear up landing

20 reports (Be18; two Be24s; four Be33s; six Be35s; four Be36s; Be55; Be58; Be95)


Gear up landing—known mechanical system failure

3 reports (two Be33s; Be60)


Gear collapse during taxi/on ramp

2 reports (both Be58s)


Gear collapse (touch and go)

1 report (Be55)


Gear collapse—takeoff

1 report (Be24)


Gear collapse—known inadvertent pilot activation of gear on ground

1 report (Be55)


Gear collapse on the ground—engine not running

1 report (Be35)


Gear collapse on landing—known mechanical system failure

1 report (Be35)



ENGINE FAILURE  (21 reports; 16% of total)


Engine failure in flight

9 reports (Be23; Be33; two Be35s; three Be36s; Be58; Be77)


Engine failure on takeoff

2 reports (both Be36s)


Fuel starvation

2 reports (Be23; Be35)


Engine failure in flight—rod/piston/cylinder failure

2 reports (Be35; Be36)


Fuel exhaustion

2 reports (Be35; Be36)


Engine failure in flight—loss of oil pressure

2 report (Be35; Be36)


Engine failure on takeoff—loss of oil pressure

1 report (Be33)


Engine failure on takeoff—engine maintenance test flight

1 report (Be23)



IMPACT-RELATED FAILURE ON LANDING  (17 reports; 13% of total)


Hard landing

7 reports (three Be23s; Be35; three Be36s)


Loss of directional control on landing

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


Landed long

4 reports (Be23; Be35; two Be36s)


Impact with obstacle following delayed landing abort

1 report (Be58)



CAUSE UNKNOWN   (11 reports; 9% of total)



5 reports (two Be23s; Be24; Be33; Be35)



5 reports (Be18; three Be35s; Be58)



1 report (Be36)



MISCELLANEOUS CAUSES  (10 reports; 8% of total) 


Taxied into obstruction/pedestrian/other aircraft

5 reports (three Be35s; Be60; Be95)


Bird strike

2 reports (Be33; Be55)


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; 4% 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  (5 reports; 4% 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)


Impact with obstacle/terrain during attempted visual approach in IMC

1 report (Be36)



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


Loss of control—door open in flight

1 report (Be24)



STALL/SPIN  (3 reports; 2% 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)



Thomas P. Turner

Mastery Flight Training, Inc.

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