Mastery Flight Training, Inc.  Beech Weekly Accident Update archives


October 2005 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 2005 Mastery Flight Training, Inc.  All Rights Reserved


10/6/05 Report




9/15 1700Z (1100 local):  The pilot was not hurt, but damage to a Be55 was “substantial,” when it landed gear up at Porterville, Oregon.  Visual conditions prevailed.  “According to the pilot, he entered the landing pattern for runway 12, which was the active runway in use. After the pilot was established in the pattern, the wind changed and an airplane departed runway 30. The pilot decided to change his landing pattern for runway 30 and crossed midfield where he entered the downwind leg of the traffic pattern for runway 30. Upon entering the downwind leg of the traffic pattern for runway 30, the pilot retracted the landing gear to decrease the required engine performance for the airplane. The pilot turned base and then final while extending the flaps and failed to lower the landing gear. He stated that he landed the airplane with the landing gear in the retracted position. No mechanical anomalies were reported.”  N127F (TC-869) is a 1965 B55 recently (10/24/2004) registered to a corporation in Buttonwillow, California.


(“Gear up landing”; “Substantial damage”; “Recent registration,” albeit barely—another case of distraction and interrupted procedure.  Get in the habit of always verifying gear position when descending out of pattern altitude, and again as part of your short-final check)


9/30 1723Z (1223 local):  A Be36, IFR from St. Joseph, Missouri to Fort Wayne, Indiana with one aboard, reported downwind on a visual approach to Fort Wayne before landing gear up.  The pilot wasn’t hurt; damage is “substantial.”  Weather: “clear and 10” with a variable, eight-knot wind.  N472JW (E-2964) is a 1995 A36 registered since 1995 to an individual in New York, New York.


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


10/1 1424Z (1024 local):  The pilot and three passengers of a Be95 have “unknown” injuries, and the Travel Air “unknown” damage, after the airplane “experienced an engine failure” and the pilot “made a force landing on a landfill,” during a local flight at Greensboro, North Carolina.  Weather was 2600 overcast, visibility 10 miles with calm winds.  N5606S (TD-656) is/was a 1966 D95A registered since 1997 to a Mount Sterling, Kentucky corporation.


(“Engine failure in flight”)


10/1 1910Z (1210 local):  A Be60’s “gear collapsed” in landing at Arlington, Washington.  The Duke “slide (sic) off the runway clipping a taxiway sign and light.”  The lone pilot reports no injury.  Damage to the airplane is “minor.”  Weather: “few clouds” at 500 feet, 1500 scattered, 2500 scattered, visibility 10 miles with calm winds.  N924GF (P-435) is a 1977 B60 recently (July 2005) registered to a corporation in Seattle, Washington.


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


10/2 1930Z (1330 local):  A Be36 was “attempt(ing) takeoff from a dirt road” when it “crashed under unknown circumstances,” 30 miles southeast of Beatty, Nevada.  The two aboard report no injury and damage is “minor.”  Weather conditions are “not reported.”  N892JH (E-3323) is a 2000 A36 recently (10/21/2004) registered to a corporation in Sunnyvale, California.


(“Takeoff/Unknown”; “Recent registration,” again just barely)


10/3 1530Z (1130 local):  A Be55 landed gear up at Providence, Rhode Island.  The two aboard were not hurt and damage is “unknown.”  Weather: “not reported.”  N72BG (TE-1198) is a 1981 E55 registered since 1985 to an individual in Wilmington, Delaware.


(“Gear up landing”)


10/3 1844Z (1344 local):  A Be35 “landed long and ran off the end of the runway” at Creswell, Oregon.  The solo pilot was unhurt and damage is “minor.”  Weather: 2000 scattered with cumulonimbus, 6500 broken, visibility 10 with surface winds at 13 knots.  N2106D (D-3451) is a 1953 D35 registered since 1972 to an individual in Yoncalla, Oregon.


("Landed long")




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


**9/15 B55 gear up at Porterville, Oregon, cited above.**


**9/24 double-fatality A36 crash under “unknown circumstances,” at Tenterfield, NSW.**



10/13/05 Report




10/9: A reader reports: “About an hour after total sunset,” he landed his Be58 landed at San Antonio, Texas’ Boerne Stage Airfield and struck a deer.  The three aboard have no injuries and aircraft damage is reportedly very minor.  Weather was VMC.  N58JC (TJ-20) is a 1975 58P recently (November 2004) registered to an individual in Yates Center, Kansas.


(“Impact with animal on runway during landing”; “Night”; “Recent registration”—thanks, reader, for your report)





10/4 1622Z (1022 local):  Two aboard a Be35 died, and the Bonanza was “destroyed,” after it was reported overdue on an IFR flight from Bridger, Montana to Mosby, Montana.  The crash site was found the next day in mountainous terrain near Casper, Wyoming.  “Instrument meteorological conditions prevailed” at the time of the crash. The Air Route Traffic Control Center reports “the pilot contacted the controller and asked about icing reports in the area. The pilot stated that he was ‘having trouble holding altitude.’ At 1022 (local time), the pilot declared an emergency and radar and radio communications were lost.”  N9085Q (D-9212) was a 1970 V35B registered since 2002 to an individual in Miramar Beach, Florida.


(“In-flight ice accumulation—mountainous terrain”; “Fatal”; “Aircraft destroyed”; “IMC”—the Associated Press reports that "the single-engine Beechcraft went down...after a distress call from one of the two people on board said the wings were icing up and the aircraft was losing altitude."  Mixing ice and mountains, especially by warm-climate pilots who may not have been experienced in ice avoidance, is an extremely risky activity)


10/6 0323Z (2323 local 10/5/05):  Completing a night, IFR approach into Jacksonville, Florida, an air cargo Be58 “ran off the end of the runway.”  The pilot was not hurt although the airplane incurred “substantial” damage.  Weather: 400 overcast, visibility 10 miles with a four-knot wind.  The Baron was operating on a company call sign of REX895 and is not otherwise identified.


(“Landed long”; “Substantial damage”; “IMC”; “Night”—runway overruns are relatively common when landing out of instrument approaches in LIFR.  Visual cues at night may add to this likelihood.  Stabilizing precisely on-speed well before the missed approach point, and remaining precisely on glideslope to the lowest useable glideslope altitude, can help pilots avoid this possibility)


10/7 1951Z (1551 local):  A Be36 was IFR from Paducah, Kentucky to Pikeville, Kentucky.  After being cleared for the ILS approach to Pikeville, the Bonanza crashed, killing all three aboard.  Aircraft damage is “unknown” and weather “not reported.”  N97CM (E-1119) is/was a 1977 A36 registered since 2002 to a corporation in Pikeville.


(“Approach/Unknown”; “Fatal”—widespread low IFR conditions prevailed in that general part of the country at the time of the crash, although it’s possible that local conditions were improved)


10/8 1857Z (1457 local):  Landing out of an IFR approach at Philadelphia, Pennsylvania’s Wings Field, a Be60 “skidded across the departure end of the runway and became stuck in the mud.”  The solo pilot was not hurt; damage is “minor.”  Weather: 800 overcast, visibility three miles, with surface winds at eight gusting to 20 knots.  N49AM (P-406) is a 1976 B60 Duke recently (February 2005) registered to a co-ownership in West Chester, Pennsylvania.


(“Landed long”; “IMC”; “Recent registration”—another runway overrun landing in IMC; this case may have been aggravated by the gusty winds, and the likely very wet runway as this part of the country had seen heavy rain for days by the time of the mishap)


10/9 1442Z (1042 local):  Climbing out after takeoff at Lakeland, Florida, the pilot of a Be55 “reported a problem,” and the Baron subsequently “crashed two miles from the airport.”  Two aboard report “minor” injuries and a third “serious” injuries due to burns; the Baron was “destroyed” in a post-crash fire.  Weather: 1300 broken, visibility 12 miles with a four-knot wind.  “The pilot…stated during the takeoff roll, the airplane became airborne in no more than 2,000 feet and he climbed maintaining blue-line airspeed. When the airplane was near the end of the runway while flying at 50 feet above ground level (agl), with insufficient runway remaining to land, he placed the landing gear selector handle to the up position to retract the landing gear. At that time, he heard the engine sound decrease and sensed the airplane was not accelerating. The engine gauges did not indicate a loss of power and the airplane did not yaw in any direction. A few seconds later he heard the stall warning horn which he silenced by pitching the airplane down to maintain blue-line airspeed. While maintaining altitude flying at blue-line airspeed at 100 feet, he thought about returning to the airport, but committed himself to an off airport landing. He saw a field that was approximately 70 degrees to the flight path of the airplane, descended to 50 feet agl, and lowered the landing gear selector handle. He banked to the right to land in the field, flew under powerlines, and impacted the ground in a wings level attitude. A postcrash fire occurred and all occupants exited the airplane after it came to rest. The rear seat passenger fell in grass that was on-fire resulting in burns to his legs.” N6413S (TC-1923) was a 1975 B55 registered since 2003 to a corporation in Cape Coral, Florida.


(“Engine failure on takeoff”; “Serious injuries”; “Aircraft destroyed”)


10/9 1804Z (1404 local):  A Be19 “struck a sign on landing” and “landed in the grass” at Jackson, Michigan.  The solo pilot was unhurt and damage is “minor.”  Weather: “clear and 10” with a 14-knot wind.  N5083T (MB-312) is a 1968 19A Sport registered since 2000 to a corporation in Corunna, Michigan.


(“Loss of directional control on landing”—14 knots is a higher wind than is typical in Michigan, and pilot experience in wind may have played a part in the Sport’s departure from the runway)


10/10 1345Z (0845 local):  A Be23 landed short of the runway at Higginsville, Missouri.  Two aboard weren’t hurt; damage is “substantial.”  Weather: “not reported.”  N9738L (M-1367) is a 1971 C23 registered since 1978 to an individual in Marshall, Missouri.


(“Landed short”; “Substantial damage”)


10/11 2332Z (1632 local):  A Be58’s landing gear collapsed on landing at Ontario, California.  The pilot and five passengers report no injury; aircraft damage is “minor” and weather “not reported.”  N984BC (TH-984) is a 1978 Baron 58 registered (with no registration date in the FAA database) to an individual in Salinas, California.


(“Gear collapse on landing”)


10/12 1830Z (1430 local):  A Be33, “inbound and cleared for the approach” at Millington, Tennessee, “lost engine power and made a landing in the grass beside the runway.”  The flight was arriving from Rogers, Arkansas; the pilot and two passengers were unhurt despite “substantial” damage.  Weather at Millington: “clear and 10” with calm winds.  N273PS (CE-379) is a 1972 F33A registered since September 2004 to a corporation in Memphis, Tennessee.


(“Engine failure on approach/in traffic pattern”; “Substantial damage”)



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


**9/5 C23 impact with terrain, at Jiggs, Nevada.  The NTSB preliminary report contains only this cryptic message: “This report is based on information received by the NTSB. Additional details may be found in the NTSB's public docket for this case. For further information, please contact the NTSB Office of Public Inquiries.”**


**10/4 double-fatality V35B ice encounter near Casper, Wyoming, cited above.”**


**10/9 “serious injuries” B55 engine failure on takeoff at Lakeland, Florida, cited above.**



10/20/05 Report




10/7 1400Z (0700 local):  The pilot of a Be35 “reported that while in cruise (the Bonanza) began to vibrate severely.”  The pilot reduced power and “landed safely” at Eugene, Oregon.  The solo pilot was not hurt but damage is “substantial.”  Weather: “not reported.”  N4647D (D-4803) is a 1956 G35 registered since 2002 to a co-ownership in Oak Harbor, Washington.


(“In-flight tail vibration of unknown origin”; “Substantial damage”—informal investigation confirms this was an in-flight tail vibration resulting in significant aft fuselage skin wrinkling and perhaps other damage.  This same airplane was involved in a similar incident in 2002; the NTSB “probable cause” report shows that all controls were balanced within tolerances, and the airplane was being operated within its design envelope [albeit in the yellow arc], at the time of the 2002 “accident.”)


10/15 0215Z (2115 local):  Landing at night at Seymour, Texas, a Be35 struck a deer on the runway.  The solo pilot was unhurt despite “substantial” aircraft damage.  Weather was “clear” with winds exceeding 25 knots.  N2055U (D-10204) is a 1978 V35B registered since 1997 to an individual in Juneau, Alaska.


(“Impact with animal on runway during landing”; “Substantial damage”; “Night”—as last week and this shows, it’s ‘that time of year again’ in North America.  It may be prudent to avoid night landings and takeoffs in areas prone to deer habitation and without secure fencing around the airport).


10/16 1800Z (1300 local):  A parked and unoccupied Be55 was struck by a taxiing Fairchild PT-19, at Decatur, Texas.  No one was hurt; damage to the Baron is “substantial.”  Surface winds were gusty but otherwise not a factor.  N841L (TC-458) is a 1963 A55 registered since May 2004 to a corporation in Hot Springs, Arkansas.


(“Struck by taxiing aircraft”; “Substantial damage”)


10/17 1600Z (1000 local):  A Be55 ended a flight from Wichita, Kansas to Denver, Colorado’s Centennial Airport with a gear-up landing.  The solo pilot wasn’t injured; damage is “minor.”  Weather at Denver: “few clouds” at 15,000, 25,000 scattered, visibility 10 miles with a five-knot wind.  N228SP (TC-121) is a 1961 95-55 registered since 2003 to an individual in Wichita.


(“Gear up landing”)



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


**9/16 F33A engine failure at Emerson, Nebraska.  “The pilot stated that he began the flight with full fuel. …while in flight at 1,800 feet above ground level, he switched fuel tanks and about 10 seconds later the engine quit…that there was a loss of fuel flow…his attempts to restart the engine, including switching tanks again were of no avail and he executed a forced landing to a field.  A postaccident engine run failed to reveal any anomalies with regard to the engine or fuel system. During the engine run it was noted that failure to accurately position the fuel selector valve within the detent resulted in fuel starvation. Re-positioning the fuel selector valve within the detent for any fuel tank would allow the engine to operate normally.”  Change “Engine failure in flight” to “Fuel starvation.”  Be extremely careful when switching fuel tanks to ensure proper tank selection and verification of continued fuel flow, and be well versed and practiced in engine restart procedures should switching tanks not provide the desired result.**


**9/23 A36 runway excursion at Farmingdale, New York.  Change “Landed long” to “Loss of directional control on landing.”**


**10/1 Duke gear collapse on landing at Arlington, Washington.  “The pilot reported that he lowered the landing gear before entering the downwind to runway 34. He reported that after the landing, during the rollout, that the landing gear ‘collapsed and the airplane slid to a stop.’ A witness reported that the airplane's left wing ‘dropped’ during landing and he heard what was described as the airplane's engines power up, followed by a rapid deceleration of the airplanes engines. The witness reported that as the engines decelerated, the airplane settled to the ground eventually coming to rest on its belly…. Post accident evaluation of the landing gear system, to include a gear swing, revealed no anomalies that would have prevented the landing gear from fully extending to the down and locked position.”  Add “substantial damage.”**


**10/7 triple-fatality A36 crash on approach at Pikeville, Kentucky.  “The flight proceeded uneventfully to the Pikeville area. The flight was then cleared by air traffic control (ATC) for the ILS Runway 27 approach at Pikeville. The airport elevation was 1,473 feet msl, and the decision height for the approach was 1,664 feet. The pilot acknowledged the clearance, and radar contact was lost about 1550, as the airplane descended below 1,800 feet msl.  Witnesses at and near the airport reported hearing the sound of continuous engine noise, followed by the sound of impact. The wreckage was located about 4 hours later, approximately 1 mile south of the runway 27….  The main wreckage was resting about 100 feet below the peak of a mountain.”  All wreckage, was consistent with normal aircraft control and operation to the point of impact; the pitch trim was consistent with an attempted Category A or low Category B approach speed in an A36, and the wreckage was oriented along the final approach path and heading.  Reported weather had deteriorated rapidly from marginal VMC (300 scattered,2100 broken, visibility four miles) to low IFR (200 overcast, visibility ¾ miles) two minutes afterward, at the time of the crash.  Change “Approach/Unknown” to “Controlled flight into terrain—Descent below IFR approach minimum altitude” and add “Aircraft destroyed.”**



10/27/05 Report




10/20 1433Z (1033 local):  The solo pilot of a Be35 “requested to remain in (a) closed traffic pattern (to Runway) 33” at Winston-Salem, North Carolina.  “On downwind the aircraft was sequenced to follow a King Air on base.  The (Bonanza) was cleared to land and landed gear up.”  The pilot was not hurt and damage to the Bonanza is “unknown.”  Weather: sky clear, visibility seven miles, with calm winds.  N1880L (D-9894) is a 1976 V35B registered since 2001 to an individual in Walnut Cove, North Carolina.


(“Gear up landing”—be especially careful when extended patterns or other anomalies interfere with your habit patterns, and be sure to always check your gear position on short final to preclude this sort of mishap).


10/21 0220Z (1920 local 10/20/05):  A Be60’s nose gear collapsed on landing at Watsonville, California.  The solo pilot avoided injury and damage to the Duke is “minor.”  Weather at Watsonville was “not reported.”  N6641Z (P-509) is a 1979 B60 registered since 2000 to an individual in Santa Cruz, California.


(“Gear collapse on landing”)


10/21 2100Z (1700 local):  “On attempted landing” at Esperance, New York’s Hogan Airport, a Be24 “veered off the runway and struck a boulder.”  The three aboard suffered “minor” injuries, while the extent of damage to the Sierra is “unknown.”  Weather: “clear and 10” with a three-knot wind.  N2536W (MC-212) is a 1974 B24R recently (July 2005) registered to a leasing corporation in Bear, Delaware.


(“Loss of directional control on landing”; “Recent registration”)



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


**10/3 D35 long landing and runway overrun at Creswell, Oregon.  “The pilot stated…touchdown was normal, however, the aircraft was slow to react to the application of brakes. The pilot reduced the throttle to idle and maintained a straight tracking on the runway. Toward the end of the landing roll, the pilot reported that the brakes became effective, however, the aircraft ran off the end of the runway and traveled over the terrain for about 100 yards before coming to rest. The main landing gear was damaged, the nosed gear collapsed and the left wing displayed buckling along the surface and was pulled aft at the wing root.  The pilot reported that the aircraft had just been signed off for its annual inspection. No mechanical failures or malfunctions were reported by the pilot at the time of the accident…. A witness observed the aircraft landing from north to south. The witness stated that ‘the airplane appeared to be traveling too fast towards the end of the runway to stop by the end.’ The witness noted a cloud of blue smoke coming from the wheels before he lost sight of the aircraft just before it ran off the end of the runway. Skid marks on the runway indicated that the aircraft touched down long about 600-700 feet from the end of the runway. Inspection of the landing gear brakes indicated that the brake pads on the left side were worn beyond their limits.”  The combination of landing technique (landing long), inadequate inspection by the IA (the out-of-tolerance brake pads just signed off at annual), poor maintenance oversight by the owner (not checking the brakes, or not replacing the pads if the IA had given this to the owner as a discrepancy), and inadequate preflight inspection by the pilot (who may or may not have been the owner) appear to have contributed to this accident.  Change “minor” damage to “substantial damage.”**



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