Mastery Flight Training, Inc.  Beech Weekly Accident Update archives

October 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

FROM UNOFFICIAL SOURCES

9/29 1600Z (1200 local):  A Be36 en route from Hernando County, Florida to Lawrenceville, Georgia, experienced an engine failure and landed gear-up on Interstate 75 near Macon, Georgia.  The two aboard report no injury and pictures in a local press account make it appear aircraft damage was “minor”.  The Bonanza avoided colliding with any traffic on the highway.  Weather conditions are unknown.  A flight log of the trip shows the Beechcraft was aloft for two hours and 20 minutes before impact; this figure does not include time to climb to log acquisition at 4800 feet, so actual engine run time is longer.  N69PM (E-1519) is a 1979 A36 recently (December 2005) registered to a corporation in Dade City, Florida.

(“Engine failure in flight”; “Recent registration”)

NEW REPORTS THIS WEEK

9/27 2010Z (1610 local):  The pilot of a Be35 died during what is described as a high-speed taxi test at Lake City, Florida.  The Bonanza was “destroyed”.  Weather: “clear and 10” with a six-knot wind.  N5852S (D-7747) was a 1965 S35 registered since 1977 to a co-ownership in Lake City.

(“Loss of control on takeoff -unintended liftoff during taxi test with gust lock installed”; “Fatal”; “Aircraft destroyed”—local witnesses report airplane’s ruddervator gust lock was not removed before the mishap)   

9/28 0146Z (1946 local 9/27/2006):  A Be36’s nose gear tire “went flat” on landing at Broomfield, Colorado.  The two aboard were not hurt and damage is “minor”.  Weather was 4300 broken, 5000 overcast, visibility 30 miles with a five-knot wind.  N8296L (E-2833) is a 1993 A36 registered since May 2005 to a co-ownership in Woodlands, Texas.

(“Tire flat on landing”; “Night”)

9/28 (time not reported):  A Be55 “crashed 1.5 miles east of Safford, [Arizona] due to fuel exhaustion.”  The pilot reports no injury despite “substantial” aircraft damage.  Weather was “clear sky with haze”.  N9412Y (TC-25) is a 1961 95-55 Baron registered since 2004 to an individual in Muskogee, Oklahoma.

(“Fuel exhaustion”; “Substantial damage”—a press report says the pilot “told authorities he'd refueled at Austin, TX before departing for Safford. He said his fuel gages were reading improperly and he ran out of fuel.  According to the Arizona Courier, Pate said after his engines quit he tried ‘turning on an auxiliary tank,’ as the aircraft descended from 6000 ft, but he was unable to restart the engines. Following the crash, he walked the mile-and-a-half he lacked to make a landing at the airport.”  The aircraft is misidentified as a Travel Air in the news report)

10/1 1700Z (1300 local):  A Be35 landed gear up at Urbana, Ohio, sparing the solo pilot injury and causing “minor” aircraft damage.  Weather was “few clouds” at 4000 feet, visibility 10 miles with a 10-knot surface wind.  N8817M (D-7342) is a 1964 S35 registered since 1997 to an individual in Dublin, Ohio.

(“Gear up landing”)

10/1 2327Z (1927 local):  A Be55 landed gear up at Poughkeepsie, New York.  No one was hurt although aircraft damage is “substantial”.  Weather: “few clouds” at 3000, 6000 scattered, visibility 10 miles with calm surface winds.  N822BE (TC-2425) is a 1981 B55 registered since 1987 to an individual in New York, New York.

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

10/4 0005Z (1805 local):  “After declaring an emergency,” a Be36 “crashed into a parking lot just short of the runway” at Denver, Colorado’s Centennial Airport.  The solo pilot reports “minor” injuries although the Bonanza was “destroyed”.  Weather: clear skies, visibility eight miles, with surface winds at 27 gusting to 35 knots.  N7855R (E-134) was a 1969 Model 36 registered since 1997 to a partnership in Portland, Oregon.

(“Engine failure on approach/in traffic pattern”; “Aircraft destroyed”—local news sources say the pilot, inbound from California, reported engine failure before impact.)

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

**9/8 triple fatality B35 crash at Ensenada, Mexico.  Change “Landing/Unknown” to “Loss of control on approach” and “Substantial damage” to “Aircraft destroyed.”**

**9/22 fatal B55 crash at North Sioux City, South Dakota.  “The airplane was in cruise flight at 9,000 feet above mean sea level (msl) prior to radar and radio contact being lost. Witnesses reported seeing the airplane come out of the clouds in a slight nose down flat spin.”   Change “Crash/Unknown” to “Stall/spin from cruise flight in IMC”**

**9/23 F33A triple-fatality loss of power on takeoff and failed attempt to return to the departure runway, at Alabaster (Birmingham), Alabama.  “Witnesses stated they observed the airplane during takeoff and initial climb from runway 15. The airplane climbed to between 100 to 200 feet on runway heading before they heard the engine sputter, stop, and start again. The nose of the airplane pitched down to a level attitude, and the engine stopped again. The airplane was observed to start a steep left turn estimated to be between 45-degrees to a 100-degree angle of bank. The nose of the airplane pitched down and the airplane was lost from view. Two witnesses stated the airplane leveled out just before it collided with the ground.”  Unofficial reports from the scene suggest fuel exhaustion as a prime factor.**

NEW REPORTS THIS WEEK

9/12 0248Z (2048 local 9/11/2006):  A Be36 sustained “substantial” damage when it collided with a deer during a night takeoff from Cedar City, Utah.  The solo pilot was not hurt.  Visual weather conditions prevailed.  N2153R (EA-540) is a 1992 B36TC registered since 10/21/2005 to an individual in Cedar City.

(“Impact with object/animal during takeoff”; “Substantial damage”; “Night”; “Recent registration” [barely])

10/6 1945Z (1545 local):  A Be58 “hydroplaned across the runway and crashed” during landing at Lee Airport, Edgewater, Maryland.  Two aboard weren’t hurt; damage is “substantial.”  Weather was “not reported”.  The flight was IFR and arriving from Atlanta, Georgia.  N600U (TH-1524) is a 1987 Model 58 registered since 2002 to a corporation in Atlanta.

(“Landed long” [on the basis of witness reports]; “Substantial damage”—local witnesses report the Baron was “hot” and “long” on final approach to Lee’s 2500-foot [with obstacles] runway.  The Baron reportedly touched down "long" and did not stop before going through a fence and ending up in parking lot.  A local news report shows a picture of the aftermath, and confirms a wet surface.  In my experience a Baron 58 would have to be on speed and touch down at the runway threshold to comfortably come to a stop on Lee's available runway, even on a good day.)

10/7 1600Z (1100 local):  A Be35 landed gear up at Moscow Hills, Missouri.  The solo pilot, on a local flight, was not hurt despite “substantial” aircraft damage.  Weather was “clear and 10” with an eight-knot wind.  N2967B (D-3608) is a 1953 D35 recently (August 2006) registered to a corporation in Foristell, Missouri.

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

10/10 0245Z (2145 local 10/9/2006):  A Be76 received “minor” damage when a deer ran out in front of the Duchess on its landing roll at Wagoner, Oklahoma.  The two aboard the “training” flight were not hurt.  Weather: “not reported”.  N83ER (ME-201) is a 1979 Duchess registered since 2003 to a Wilmington, Delaware corporation.

(“Impact with animal on runway during landing”; “Night”—beware the deer that share our nighttime airports)

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

**9/11 B36TC collision with a deer on takeoff from Cedar City, Utah, cited above**

**10/3 Beech 36 engine failure and crash into a parking lot just short of Denver, Colorado’s Centennial Airport.  “According to preliminary air traffic control information, the pilot was initially cleared for the instrument landing system (ILS) runway 35R approach to APA. During the approach, the controllers instructed the pilot to cancel the ILS runway 35R approach, due to a shift in the wind conditions, and enter a right downwind for runway 17L. The controller cleared the pilot to land the airplane on runway 17L. Shortly thereafter, the pilot declared an emergency and stated he was not going to make it to the runway….  The pilot reported that during the base and final approach legs of the traffic pattern, he performed his ‘GUMPS’ check which included verifying the fuel selector position, the landing gear was extended, mixture lever to full rich, propeller lever to full forward, and his seatbelt secured. Shortly after he completed his check, the engine lost power. The pilot attempted to restart the engine, however, the restart was not successful. The pilot executed a forced landing to the partially vacant parking lot….  Examination of the main wreckage revealed the airplane impacted the parking lot in a nose low attitude. Flight control continuity was established to all flight control surfaces. Approximately 24 gallons of 100 low lead fuel was drained from the left and right wing fuel tanks.”  At the completion of a flight from San Jose, California, this may have been a fuel starvation incident due to unporting of a low-fuel tank in a tight, circling turn.  Or the reported engine failure may have been unrelated to the fuel state.**      

FROM UNOFFICIAL SOURCES

10/15 (time not reported):  A Be35 reportedly was descending in clear, smooth air at approximately 175-180 miles per hour indicated airspeed when it experienced “severe” tail vibrations over central Oklahoma.  The pilot successfully landed and discovered “severe” damage to the left stabilizer and “minor” damage to the left ruddervator.  There was no apparent fuselage or bulkhead damage at first report.  There were no injuries.  The airplane is reportedly in full compliance with all tail-related ADs.  N5133C (D-2418) is a 1950 B35 registered since 2002 to an individual in Lexington, Oklahoma.

(“In-flight vibration/flutter of unknown origin”; “Substantial damage”—the “yellow arc” on this model Bonanza begins at the Vno 161 mph IAS and reaches Vne [red line] at 204 mph IAS.  The current edition of the B35’s Pilots Operating Handbook lists Vno, saying “Do not exceed this speed except in smooth air and then only with caution”.  The pilot apparently did a great job of getting the vibration under control and landing the aircraft.  The incident was reported to the NTSB and is under investigation)

NEW REPORTS THIS WEEK

10/9 1235Z (0735 local):  A Be19 collided with mountainous terrain in the Talladega National Forest near Gunthertown, Alabama. Instrument meteorological conditions prevailed, and the flight did not have an IFR clearance and was not in contact with ATC.  A post-crash fire destroyed the airplane. The private pilot was fatally injured. The flight originated from the Auburn-Opelika Robert G. Pitts Airport in Auburn, Alabama, en route to Murfreesboro, Tennessee, on October 9, 2006, at 0700.  According to witnesses at the Auburn Airport, the pilot had obtained a weather briefing before departing at 0700. When the pilot failed to arrive at his destination, concerned family members notified the FAA about 1400 on October 9, 2006. The FAA notified the Civil Air Patrol and a search was initiated. The airplane and pilot were located on October 11, 2006, at 1340, on Burgess Peak, at an elevation of 1,787. The airplane had impacted several trees and came to rest on a 335-degree magnetic heading in rocky terrain.  The 0715 surface weather observation at Auburn-Opelika Robert G. Pitts Airport in Auburn, Alabama, was: wind 070-degrees at 6 knots, visibility 10 miles, overcast 1,200, temperature 61 degrees Fahrenheit, dew point temperature 55 degrees Fahrenheit, and altimeter 30.13.  N6974Q (MB-321) was a 1968 19A registered since an unknown date to a corporation based in Albany, Georgia.

(“Controlled flight into terrain: Attempted visual flight in IMC—mountainous terrain”; “Fatal”; Aircraft destroyed”; “IMC”)

10/12 1630Z (0930 local):  A Be55 “overshot the runway and landed in a field at the departure end,” at Ontario, Oregon.  The Baron departed Friday Harbor, Washington with a planned destination of Napa, Oregon.  The two aboard report “minor” injuries and damage is “substantial”.  Weather was “clear and 10” with calm winds.  N94LL (TE-1080) is a 1976 E55 registered since February 2005 to an individual in Friday Harbor.

(“Landed long”; “Substantial damage”—Ontario, OR has a 4307 X 100 foot runway)

10/13 1735Z (1235 local):  A Be24 landed gear up at Sterling Rock, Illinois.  Two aboard the “training” flight were not hurt despite “substantial” aircraft damage.  Weather was “clear and 10” with winds from 250 degrees at 27 gusting to 32 knots.  N397RC (MC-631) is a 1978 C24R registered since September 2005 to an individual in Roscoe, Illinois.

(“Gear up landing”; “Substantial damage”—another correlation between strong surface winds and gear-related mishaps.  Also we have the correlation between dual instruction and gear-up landings…instructors, you are ultimately responsible for the safe and proper outcome of the flight)

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

**10/9 Beech Sport controlled flight into terrain, cited above.**

UPDATE

Update on the 10/12 E55 runway overrun at Ontario, Oregon:  The pilot, a Weekly Accident Update reader, reports that the mishap resulted from fuel exhaustion and failure of both engines.  The pilot feathered both propellers for maximum glide capability and misjudged the effect of such a drag reduction on final approach and landing flare.  He has provided a very instructive narrative which I will “clean up” and, with his permission, post in an upcoming Weekly Accident Update.  Change “Landed long” to “Fuel exhaustion”.

FROM UNOFFICIAL SOURCES

10/22 (time not reported):  A Baron (model unreported) landed gear up at Racine, Wisconsin.  There were not injuries and damage is reported as “minor”.  Weather conditions were VMC. 

(“Gear up landing”)          

NEW REPORTS THIS WEEK

10/10 1100Z (1200 local):  A Be35 “collided with high terrain in cruise flight near Himeville, South Africa.  Instrument meteorological conditions prevailed” and the flight was on an IFR flight plan and clearance.  The pilot and two passengers perished; the Bonanza was “destroyed”.  “The flight originated at Cato Ridge, South Africa and the destination was Bloemfontein, South Africa.  ZS-JYB (D-9975) was a 1977 V35B registered since 1998 to an air charter company in Cresta, South Africa..

(“Controlled flight into terrain—cruise flight/mountainous terrain”; “Fatal”; “Aircraft destroyed”; “IMC”)

10/20 1706Z (1206 local):  A Be33 “reported engine failure and force-landed on a highway, six miles from Midland, Texas.”  The solo pilot was not hurt and there is no reported damage.  Weather conditions were “not reported”.  N2718A (CD-1231) is a 1969 E33 registered since 1985 to a co-ownership based in Yucca Valley, California.

(“Engine failure in flight”)

10/22 2358Z (1958 local):  Completing a roughly one-hour flight from Hilton Head, South Carolina, a Be36 landed short during a night touchdown at St. Augustine, Florida.  Damage is “substantial” although the two aboard were not hurt.  Weather: “clear and 10” with a three-knot wind.  N200MW (E-1063) is a 1977 A36 registered since 2002 to a corporation in St. Augustine.

(“Landed short”; “Substantial damage”; “Night”—night illusions often lead to under- or overshooting the runway.  It’s the time of year that more flights terminate after dark…so practice with someone experienced in night landings; use all available aids [VASI. PAPI, electronic glideslope, etc.] to reach an appropriate touchdown zone)

10/24 2239Z (1539 local):  A Be18’s tail wheel collapsed on landing at Chino, California.  The solo pilot was unhurt; damage is “unknown”.   Weather: clear skies, visibility seven miles, with no reported wind.  N121SC (A-85) is a 1946 D18S registered since 1977 to an air freight corporation in Fountain Valley, California.

(“Gear collapse on landing”)

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

**10/10 triple-fatality V35 Controlled Flight Into Terrain (CFIT) in IMC, cited above**   

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

Total reported:  186 reports 

Operation in VMC:  121 reports     (65% of total) 

Operation in IMC:   12 reports     (6% of total) 

Weather “unknown” or “not reported”:  53 reports     (28% of total)

Operation at night:  15 reports     (8% of total)        

Fatal accidents:  34 reports     (18% of total)

“Serious” injury accidents (not involving fatalities):  5 reports   (3% of the total)      

“Substantial” damage:   54 reports     (29% of total) 

Aircraft “destroyed”:   33 reports     (18% of total) 

Recent registration (within previous 12 months):   41 reports     (22% 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  45 reports

Be36 Bonanza   40 reports 

Be33 Debonair/Bonanza   23 reports 

Be55 Baron    16 reports      

Be58 Baron   15 reports 

Be24 Sierra  12 reports   

Be23 Musketeer/Sundowner  11 reports

Be18 Twin Beech  6 reports 

Be60 Duke   6 reports

Be76 Duchess   4 reports 

Be19 Sport  3 reports

Be77 Skipper  2 reports

Be95 Travel Air  2 reports 

Be45 Mentor  1 report

Be56 Baron  1 report 

Baron (model not reported)  1 report

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

LANDING GEAR-RELATED MISHAPS  (73 reports; 39% of total)

Gear up landing

32 reports (Be18; three Be24s; six Be33s; eleven Be35s; five Be36s; two Be55s; Be58; Be76; Be95; Baron [model not reported])

Gear collapse (landing)

29 reports (two Be18s; three Be24s; two Be33s; seven Be35s; six Be36s; three Be55s; three Be58s; two Be60s; Be76)

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)

Gear collapse (electrical failure)

1 report (Be55)

Tire flat on landing

1 report (Be36)

ENGINE FAILURE  (36 reports; 19% of total)

Engine failure in flight

13 reports (Be23; three Be33s; two Be35s; five Be36s; Be58; Be77)

Engine failure on takeoff

5 reports (three Be36s; Be45; Be77)

Fuel exhaustion

5 reports (Be33; Be35; three Be55s)

Fuel starvation

4 reports (Be18; Be23; Be35; Be36)

Engine failure in flight—rod/piston/cylinder failure

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)

Engine roughness in flight/precautionary landing

1 report (Be36)

Engine failure—improper mixture management

1 report (Be33)

Engine failure on approach/in traffic pattern

1 report (Be36)

IMPACT-RELATED FAILURE ON LANDING  (26 reports; 14% of total)

Hard landing

7 reports (three Be23s; Be35; three Be36s)

Loss of directional control on landing

7 reports (Be19; two Be23s; Be24; Be33; Be36; Be58)

Landed long

4 reports (Be35; two Be36s; Be58)

Impact with obstacle following delayed landing abort

2 reports (Be36; Be58)

Landed short

2 reports (Be19; Be36)

Loss of directional control—blown tire on landing

1 report (Be33)

Loss of control during attempted go-around

1 report (Be36)

Loss of control on approach/in landing pattern

1 report (Be35)

Impact with animal on runway during landing

1 report (Be76)

CAUSE UNKNOWN   (12 reports; 6% of total)

Crash/Unknown

6 reports (two Be23s; Be24; Be33; two Be35s)

Landing/Unknown

5 reports (Be18; two Be35s; Be58)

Takeoff/Unknown

1 report (Be35)

MISCELLANEOUS CAUSES  (12 reports; 6% 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)

Pilot incapacitation—alcohol impairment

1 report (Be36)

Apparent suicide

1 report (Be35)

IMPACT WITH OBJECT DURING TAKEOFF   (8 reports; 4% of total)

Impact with object/animal during takeoff

3 reports (Be36; Be55; Be60)

Loss of control during takeoff

2 reports (Be18; Be58)

Runway excursion—low visibility takeoff

1 report (Be33)

Failure to climb—contamination with snow/frost

1 report (Be35)

Loss of control-unintended liftoff during taxi test with gust lock installed

1 report (Be35)

CONTROLLED FLIGHT INTO TERRAIN  (8 reports; 4% of total)

Controlled flight into terrain—cruise flight/mountainous terrain

4 reports (Be33; two Be35s; Be55)

Attempted visual flight in IMC—mountainous terrain

3 reports (Be19; Be23; Be33)

Impact with obstacle/terrain during attempted visual approach in IMC

1 report (Be36)

LOSS OF CONTROL IN FLIGHT  (6 reports; 3% 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)

Loss of control during takeoff/initial climb

1 report (Be55)

STALL/SPIN  (5 reports; 3% of total)   

Stall or spiral during go-around/missed approach

2 reports (Be23; Be76)

Stall during circling maneuver in low IMC

1 report (Be55)

Stall/Spin on takeoff

1 report (Be60)

Stall/spin from cruise flight in IMC

1 report (Be55)

IN-FLIGHT VIBRATION/CONTROL FLUTTER

In-flight vibration/flutter of unknown origin

1 report (Be35)

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.

mastery.flight.training@cox.net

There's much more aviation safety information at www.thomaspturner.com.

Return to  archives page.