Mastery Flight Training, Inc. 

Beech Weekly Accident Update archives


October 2007 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!


©2007 Mastery Flight Training, Inc.  All Rights Reserved


10/4/2007 Report




(Date and time not reported):  A reader reports a Be35, model and registration unknown, received minor damage to a main gear strut and gear door when it struck a goose while turning in the traffic pattern, at an unidentified location in Ohio.  There were no injuries to the aircraft occupant(s). 


(“Bird strike”—I have not had time to get additional information before this week’s report, but may be able to get more details later.  It’s getting close to migration season so expect to see many more geese, and watch and maneuver accordingly.  Similarly, the days are getting shorter [in the Northern Hemisphere] and that usually results in an increase in deer strikes on landing when touching down at or shortly after dusk.  Many animals like to stand or lay on paved surfaces shortly after sundown to soak up their stored heat.  Be aware that bird- and animal strikes are likely to be more frequent from now through the end of the year in the Northern Hemisphere.)





8/2 1959Z (1559 local):  The nose wheel of a Be55 collapsed on landing at Kennesaw, Georgia.  The solo pilot was not hurt; damage is “unknown”.  Weather: “clear and 10” with surface winds at 10 gusting to 15 knots.  The aircraft registration was not reported.


(“Gear collapse on landing”)


9/26 1436Z (0936 local):  A Be55’s “gear failed” on landing at Tahlequah, Oklahoma.  The solo pilot was not hurt despite “substantial” aircraft damage.  Weather was 400 scattered, 3000 scattered, ceiling 4100 broken, with seven miles visibility and calm winds.  N158MK (TC-1434) is a 1972 B55 registered since May 2006 to an individual in Muskogee, Oklahoma.


(“Gear collapse on landing” [most likely]; “Substantial damage”)


9/28 0151Z (2051 local):  During a night takeoff at Memphis, Tennessee, a Be58 “struck runway edge lights,” sparing the two aboard injury and causing “unknown” aircraft damage.  Weather at KMEM was “clear and 10” with a six-knot wind.  N78RE (TH-371) is a 1973 Baron 58 registered since 1996 to a Columbus, Ohio-based air freight corporation.


(“Loss of directional control on takeoff”; “Night”)


9/28 1350Z (0950 local):  “On landing,” a Be23 “went off the runway and hit a sign box,” at Waterford, Michigan.  The solo pilot was not injured; damage is “unknown”.  Weather: “clear and 10” with an eight-knot wind. N8778M (M-208) is a 1963 Model 23 registered since 1993 to an individual in Howell, Michigan.


(“Loss of directional control on landing”)


9/29 0120Z (2020 local 9/28/2007):  A Be35 “crashed in a field under unknown circumstances” during an attempted night landing at Waterloo, Iowa.  The pilot suffered “serious” injuries, the airplane “substantial” damage.  Weather was “VFR”.  N55GW (D-2497) is a 1950 B35 registered since 1990 to an individual in Cedar Falls, Iowa.


(“Impact with obstacle during landing”; “Serious injury”; “Substantial damage”; “Night”—Local media sources, which may remove the linked page shortly, say the 83-year-old pilot appears to have become “disoriented” while setting up for a night landing, impacting trees near the airport.  A still picture in the news report shows the airplane upended on its nose with large wrinkles visible in the aft fuselage, presumably from impact.  The report further stated the pilot had to be extricated by cutting through the windshield and upper cabin skin.  It is not known whether the pilot was wearing a shoulder harness, or if that might have made any difference in this case.)


9/30 2000Z (1600 local):  A Be33 “experienced engine problems…and crashed into…trees,” at Franklin, Virginia.  Two aboard have “minor” injuries while the airplane suffered “substantial” damage.  Weather: “clear and 10” with an 11-knot wind.  N52359 (CE-492) is a 1974 F33A registered since 2005 to a corporation in Suffolk, Virginia.


(“Engine failure in flight”; “Substantial damage”—News reports say the airplane was at 1600 feet when the “engine failed” and the Bonanza “crashed into a 90-foot tree in a swampy area.”  Two aboard were trapped in the tree for six hours before rescuers could safely get them down.  A CNN video shows the Bonanza impaled vertically nose-up, and part of the treetop rescue effort.)




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


**There are no newly posted piston Beechcraft NTSB reports this week.**



10/11/2007 Report




10/3 (time note reported):  A reader writes: A “low time pilot, [with] not much experience, buys a 1959 Bonanza.  Returning home from a trip, about 30 minutes out, the alternator belt breaks.  [The] pilot does nothing to reduce amperage draw, thinks he's ‘only 30 minutes from home’, and continues [the] flight.  Arriving at RYY [Cobb Country McComb Field, Marietta, Georgia, he] extends landing gear [on battery power], gets [a] ‘green’ [light indication], lands – [and the] nose gear collapses, severely damaging [the] aircraft, prop, [and] engine. News to know:  The [pre-1978] Bonanza has a 12 volt battery, but a 14 volt gear motor.  (Llater Bonanzas and] Barons have a 24 volt battery, 28 volt gear motor).  In case of alternator failure, as above, it should be mandatory operating practice after gear extension to engage the manual gear handle, and crank to confirm the gear is fully ‘down and locked’!!  Just good info, I think.”  The K35’s registration and serial number were not reported.


(“Gear collapse on landing—electrical failure”; “Substantial damage”; “Recent registration”—I’ve noted many times, in the Weekly Accident Update and articles in various publications, that it’s possible to get “down and locked” indications on battery power with an incomplete gear extension.  The gear system’s dynamic brake will cut off the gear motor before the gear reaches its extreme of motion.  In normal (14- or 28-volt operation, as applicable) operation the gear will have enough inertia to snap overcenter into the locked position when the gear motor cuts off.  If operating at reduced voltage, however, and especially if the battery has depleted before the gear is put down, the landing gear may get far enough out to engage the switches that provide the “down and locked” cockpit indication, but not be fully overcenter.  In that unfortunately common instance, the gear will likely collapse on landing as it did in this case. The only recourse, and this reader reminds us, is to follow up any battery-only gear extension with the Manual Gear Extension checklist procedure to ensure the gear has in fact been locked down for landing.  Thanks, reader, for your report).





10/5 0504Z (0104 local):  A Be58 “landed and blew the left main tire,” at Wings Field, Philadelphia, Pennsylvania.  The solo pilot was unhurt; aircraft damage and weather were “unknown.”  N929D (TH-1453) is a 1985 Baron 58 recently (July 2007) registered to a corporation in Allentown, Pennsylvania.


(“Blown tire on landing”; “Night”; “Recent registration”)


10/5 2159Z (1559 local):  A Be35 landed gear up at Englewood, Colorado.  Two aboard were not hurt; the extent of aircraft damage is unknown.  Weather: “few clouds” at 900, 12,000 scattered, visibility 10 with surface winds at 16 gusting to 23 knots.  N7819R (D-8865) is a 1968 V35A registered since 2004 to a Louisville, Colorado corporation.


(“Gear up landing”—another in the correlation between strong or gusty surface winds and gear up landings.  Strong winds result in visual cues—reduced ground speed, increased angle of descent—that suggest the “normal” visual cues of landing with the gear down in lighter winds.  Standard windy/gusty pilot technique [landing with power and reduced flaps] avoids conditions where the landing gear warning horn will sound if the pilot forgets to extend the gear.  Be doubly certain to check and re-check landing gear position when landing in surface winds above 15 knots.)


10/7 2030Z (1630 local):  “On takeoff,” the engine of a Be35 “failed and [the pilot] made an emergency landing,” at Lexington, South Carolina.  Two aboard avoided injury despite “substantial” damage.  Weather was “VFR”.  N4575D (D-4727) is a 1956 G35 registered since 2001 to a Wilmington, Delaware corporation.


(“Engine failure on takeoff”; “Substantial damage”)


10/7 2240Z (1940 local):  A Be55 “crashed into the water under unknown circumstances and is submerged, one person on board was fatally injured, three to seven miles from Saint Croix, U.S. Virgin Islands.”  The Baron was “destroyed”.  Weather: 1200 broken, 2600 overcast, visibility five miles in rain with surface winds at seven gusting to 27 knots.  N100UC (TE-731) was a 1969 D55 registered since 1998 to an individual in Saint Thomas, U.S. Virgin Islands.


(“Crash/Unknown”; “Fatal”; “Aircraft destroyed”—although the weather sounds like fairly good VMC, it is also consistent with a possible thunderstorm.  Hopefully subsequent investigation will yield more data.)


10/8 1808Z (1408 local):  A Be35’s left main gear collapsed on landing at Naples, Florida.  Two aboard the Bonanza avoided injury, and damage is “minor”.  Weather: 4100 scattered, visibility greater than six miles, with winds at 15 knots.  N1548W (D-9344) is a 1974 V35B registered since 1975 to an individual in Naples, Florida.


(“Gear collapse on landing”—the Beech landing gear is extremely strong in all directions but sideways.  If the landing was in a strong crosswind and the pilot did not adequately compensate for drift, this may have been the result.  Other possibilities: weak gear tensions, poor electrical motor function, or physical failure of some component of the landing gear system.)


10/9 1630Z (0930 local):  “While taxiing,” a Be36’s “nose gear collapsed,” at Davis, California.  The solo pilot was not hurt and aircraft damage is “minor.”  Weather conditions were “not reported.”  N1891W (E-44) is a 1973 A36 registered since 2003 to a Woodland, California-based corporation.


(“Gear collapse during taxi”—almost certainly there was some mechanical cause for this mishap, occurring during taxi when squat switches should have protected against an inadvertent repositioning of the gear switch.  Was it a failed squat switch and a pilot error?  Or more likely, was it an undetected or uncorrected landing gear issue?  It’s extremely common for nose gear tensions to be out of tolerance, permitting the gear to unlock when taxiing over an expansion joint or bumps in the surface—this may have been a factor in this case; we don’t know.  If you can’t positively determine the gear tensions were checked during your airplane’s last annual inspection, find a mechanic knowledgeable about the Beech gear system and schedule a gear inspection today.)



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


**9/8 B55 runway overrun at Gainesville, Georgia.  According to the NTSB preliminary report, “The pilot of the Beech 55 said he was distracted while talking on the radio, and delayed his descent prior to landing on runway 29 at the destination airport. As a result, the airplane was ‘too high, too fast, and 120 knots over the trees’ prior to touchdown on the 4100-foot long runway. The airplane continued to float, and the pilot determined that he ‘couldn't go around.’ The airplane touched down, and continued off the departure end of the runway, down a hill, and impacted a fence. According to the pilot, there were no deficiencies in the performance and handling of the airplane.”  Prioritization of cockpit actions is often the key to safe flying.  Aviate, navigate, communicate…and go around before you touch down if you see you won’t land in the touchdown zone.**


**9/14 A23-24 loss of directional control on landing at West Chester, Pennsylvania.  Add “serious” injuries and change “Weather unknown” to “VMC”.   “A witness…reported that the accident airplane had to go-around during the first landing attempt, as it was ‘high and fast.’  The FAA inspector also viewed a surveillance video that captured the landing accident. The video revealed that the airplane touched down more than halfway down the runway, the pilot applied ‘heavy’ braking, and the airplane veered off the right side of the runway…. Examination of the wreckage revealed that the left brake disk had separated from its housing. The right brake disc had cracked, but remained attached to its housing. The left and right brake discs exhibited corrosion.”  The pilot was landing on Runway 9; an eight-knot wind was varying from 120 to 200 degrees.  Again, go around if you cannot touch down in your intended landing zone—excessive braking may not stop you on the runway, and a brake problem while braking heavily will almost certainly cause you to lose directional control.  Check the condition of brake discs and pads before flight, and the security of brake discs to the wheels I there’s any surface corrosion because you can’t tell if there’s corrosion underneath.** 


**9/19 V35B engine failure shortly after takeoff at Ravenna, Ohio.  Add “dual instruction”.  According to the NTSB, “the accident occurred during the first flight after all six engine cylinders had been replaced. Three days prior to the accident, the pilot performed an engine run-up to verify proper engine operation and to establish if any fluid leaks were present. No anomalies were encountered during the engine run-up and no fluid leaks were noted after engine shutdown.”  After the engine quit at 500 to 600 feet AG, “an immediate forced landing was made to a cornfield southwest of the airport. During the forced landing, the stall warning horn reportedly sounded shortly prior to impacting a tree. The airplane then impacted the cornfield nose down and came to an abrupt stop.”  Pilot and instructor avoided injury, attributed in part to the use of shoulder harnesses.  Two things: (1) this is another case of “infant mortality”, or an engine failure immediately or shortly after an engine overhaul or (as in this case) replacement of one or more cylinder.  It’s unknown at this time whether the failure resulted from a manufacturing defect in a cylinder, a maintenance error in the installation, or some unrelated factor.  The NTSB report does not hint of any fuel-related issue.  (2) the report states the stall warning horn sounded shortly before impacting the tree.  In the V35B the stall warning horn should sound at about five to seven knots above actual aerodynamic stall.  Impact forces are dramatically increased with even a small increase in impact speed.  It sounds like the crew of this Bonanza controlled their flight properly until the actual moment of impact.  Fly into the crash under control to maximize your chances of survival without serious injuries, for once the airplane hits, physics (not your skills) determines the outcome.**




Off-airport landing where aircraft occupants wore shoulder harnesses.  There were no injuries.  Contrast this with the photo in the B35 item below.



**9/29 B35 night descent into obstacles during approach at Waterloo, Iowa.  A reader with personal experience flying in the mishap airplane reports it does not have shoulder harnesses.  The pilot suffered “serious” injuries.  Subsequent local news coverage states the pilot remains hospitalized but his condition was not released. 






Impact fairly similar to the V35B incident above, but with “serious” injuries and no shoulder harness.  It’s not known whether a shoulder harness might have made a difference in this case, but it’s not known that it would not have either.  Higher impact speed may have also been a factor, although traffic pattern speed of a B35 is not very different from engine-out glide speed in a V35B.






Photo from, SCOTT MUSSELL / Courier Staff Photographer



10/18/2007 Report




On or about 10/10, time not reported:  A reader reports: “Taking off at LPR [Lorain/Elyria, Ohio], suddenly one of [a Be35’s] wheels locked up.  Even with opposite brake and steering [it] went off the runway, hit a ditch [and the] nose gear failed.  [Damage included a] prop strike [and a] wing hit [the] VASI, etc…[the] plane [was] totaled [but] no one [was] hurt. Feds came out to look at it—[the] guy said the scissors broke [and] caused the wreck.  People pointed out the skid marks on the runway—[the] guy ignored them—he had already made up his mind…. When the plane was towed back to the hangar---you could hear something was broken in the wheel….”  The airplane was not identified other than it was a P35.


(“Loss of directional control on takeoff”; “Substantial damage”—thanks, reader, for the report).


10/17 1900Z (1400 local):  Five died when a Be36 “clipped a power line” and impacted the ground shortly after takeoff from Riverside Airport, Tulsa, Oklahoma.  Photos contained in a local news report and an online television news video confirm the airplane was “destroyed” by impact and a post-crash fire.  According to the news report, witnesses say the Bonanza was “rocking back and forth while still in the air” and “rocking in the wind” before hitting the power line and crashing near a house.  Weather at the time of the mishap is not reported but a METAR recorded about two hours later  included winds gusting to 22 knots and thunderstorms in all quadrants.   The airplane is currently unidentified except that news reports it as an A36 registered to a Tulsa-area corporation.


(“Takeoff/Unknown”; “Fatal”; “Aircraft destroyed”—it’s not known if the heavily loaded airplane would not climb for some reason, if a system failure or pilot issue caused it to descend into the wires, or if it stalled, possibly as a result of wind shear.) 





10/10 2254Z (1754 local):  “During [a] touch and go” landing, a Be55’s “left main gear collapsed,” at Olathe, Kansas.  Four aboard the Baron avoided injury despite “substantial” aircraft damage.  Weather at Olathe was “clear and 10” with an eight-knot wind.  N4624A (TC-1341) is a 1970 B55 registered since 2004 to an individual in Overland Park, Kansas.


(“Gear collapse—touch and go”; “Substantial damage”—in a touch-and-go landing many things need to happen during the very short period of time the airplane is on the ground.  This presents a great potential for error, one we’ve seen as a factor in landing gear-related mishaps [LGRMs] in the past.  Most instructors recommend against touch-and-goes in retractable gear airplanes because of the fairly high reported correlation of gear collapse events to the maneuver.)


10/15 2100Z (1600 local):  A Be55’s landing gear collapsed on landing at Bessemer, Alabama.  Two aboard were not hurt; aircraft damage is “substantial”.  Weather was “not reported”.  N45TC (TC-2044) is a 1977 B55 registered since 2004 to a corporation in Birmingham.


(“Gear collapse on landing”; “Substantial damage”—LGRMs continue to be the biggest single cause of mishaps in retractable-gear airplanes, and as you’ll see below account for well more than one out of every three reported piston Beechcraft mishaps.  The reality is that many LGRMs go unreported, and readers in the Bonanza/Baron repair and service industry tell me LGRMs in these airplanes are “vastly underreported”.  Among reported mishaps, LGRMs cost the insurance industry well over $1 million U.S. in claims every month…and ultimately that cost is passed on to all aircraft insurance policy holders.  Often the repair cost nears or surpasses the insured value of the airplane, leaving even “minor” damage airplanes “totaled” by insurance carriers, especially when two engines are involved.  Avoid LGRMs in part by avoiding touch-and-go landings.  Here are some other ideas.)




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


**9/21 H18 crash on takeoff at Fort Lauderdale, Florida.  Change “Engine failure on takeoff” to “Engine failure on takeoff –fuel starvation”.  The right propeller was found feathered; “the right engine fuel selector was found…positioned between the ‘99 GAL RIGHT MAIN’ detent and the ‘60 GAL RIGHT AUX’ detent. When the right engine fuel selector valve was examined, it was discovered that fuel was present in the fuel lines which led from the right main wing tank, and from the right auxiliary wing tank, to the valve. No fuel was discovered in the outlet port or the fuel line, which led from the valve to the engine.”  A reader who is extremely experienced in Beech 18s tells me even among the same model Twin Beech there are significant differences in fuel selectors.  Given this was an air freight operation it’s probable the pilot routinely flew a number of different airplanes.  Similar situations may exist in other piston Beechcraft as well, with different factory auxiliary fuel options through the years; a change in Bonanza fuel selectors where in earlier airplanes the big end of the selector valve points to the tank in use but in later airplanes the small, pointy end of the handle indicates the selected tank; and a host of aftermarket fuel tank options that may modify the fuel selector valve as well.  All provide the hazard of missing the fuel selector detent, especially as airplanes age and the detent may not feel as positive.  The only defense is a good Before Takeoff check, a printed checklist used to confirm all required actions before takeoff, and a pilot disciplined enough to perform both before every takeoff.**   



10/28/2007 Report




10/23 1615Z (1115 local):  Landing at Olathe, Kansas, the landing gear of a Be35 collapsed causing “unknown” damage but sparing the solo pilot from injury.  Weather: “clear and 10” with a four-knot wind.  N9584R (D-6139) is a 1959 K35 registered since April 2006 to an individual in Mound City, Kansas.


(“Gear collapse on landing”—LGRMs [Landing Gear-Related Mishaps] continue to be the biggest single cause of mishaps in retractable-gear airplanes, and account for well more than one out of every three reported piston Beechcraft mishaps.  The reality is that many LGRMs go unreported, and readers in the Bonanza/Baron repair and service industry tell me LGRMs in these airplanes are “vastly underreported”.  Among reported mishaps, LGRMs cost the insurance industry well over $1 million U.S. in claims every month…and ultimately that cost is passed on to all aircraft insurance policy holders.  Often the repair cost nears or surpasses the insured value of the airplane, leaving even “minor” damage airplanes “totaled” by insurance carriers.  Here are some ideas for avoiding LGRMs.)


10/24 0156Z (1856 local 10/23/2007):  Taxiing for takeoff, a Be33 departed from the taxiway and into a ditch, at Las Vegas, Nevada.  The solo pilot was not hurt and there is no reported airplane damage.  Weather for the night departure was “clear and 10” with a four-knot wind.  N484D (CE-1699) is a 1992 F33A registered since 1998 to a Pasadena, California-based corporation.


(“Taxied into obstruction/pedestrian/other aircraft”; “Night”—There’s absolutely no indication the following was a factor in this specific mishap, but this serves as a reminder to keep your head up while taxiing.  I haven’t had time to do the study but I have a “gut feeling” that the rate of taxi mishaps has gone up substantially coincident with the widespread introduction of GPS units in light airplanes.  I know a very regular briefing item I have with my students is to program the GPS before starting to taxi, or delay until reaching the run-up area and coming to a complete stop.  Taxiing is no time to be head-down in the detailed and distracting task of programming a GPS or other avionics.)


10/24 2319Z (1619 local):  A Be35’s landing gear collapsed on touchdown at Lincoln, California.  “Minor” damage but no injuries resulted.  Weather was “clear”.  N678JR (D-10095) is a 1977 V35B registered since 2005 to an individual in Sun City, Arizona.


(“Gear collapse on landing”—another in the epidemic).




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


**10/17 quadruple-fatality A36 collision with power lines following takeoff at Tulsa, Oklahoma.  Change “Takeoff/Unknown” to “Collision with obstacle—VMC”.  This is, as always, subject to change.  The NTSB preliminary report includes: “There were several reported eyewitnesses to the accident.  All of the witnesses confirmed the airplane remained at low altitude, and some reported backfiring or a rough running engine.”  The pilot reportedly owned a four-seat J35 Bonanza but borrowed a six-seat A36 and loaded it with himself, another adult, three teenage children and baggage.  A local source on the scene tells Mastery Flight Training that the pilot also had the fuel tanks filled, which would have helped move the center of gravity slightly forward but may have put the airplane over maximum takeoff weight.  Gusty, variable winds to 28 knots impeded flight; even within the envelope an aft c.g. will reduce airplane stability significantly and may have induced nose-up tendencies that increased drag, inhibiting climb, and made control in the gusty winds difficult.  Given that the airplane reached 1200 feet AGL but then impacted the power lines three miles from the runway does support media reports that the aircraft had suffered engine failure and the pilot was attempting to return to the airport.  A propeller in high turbulence when heard from the ground, however, might also sound like a “sputtering” engine.  Hopefully more will be revealed in the NTSB Probable Cause report.)**  




SUMMARY: Reported Hawker Beechcraft piston mishaps, year-to-date 2007:


Total reported:  176 reports 


Operation in VMC:  112 reports   (64% of the total)    

Operation in IMC:     8 reports   (5% of the total)    

Weather “unknown” or “not reported”:  56 reports    

Operation at night:  17 reports   (10% of the total)               


Fatal accidents:  23 reports   (13% of the total)    

“Serious” injury accidents (not involving fatalities):  11 reports  (6% of the total)  


“Substantial” damage:  54 reports   (31% of the total)    

Aircraft “destroyed”:     27 reports   (15% of the total)    


Recent registration (within previous 12 months):   40 reports   (23% of the 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   51 reports 

Be36 Bonanza   28 reports

Be55 Baron   22 reports      

Be58 Baron    22 reports

Be33 Debonair/Bonanza   15 reports 

Be23 Musketeer/Sundowner  9 reports

Be24 Sierra  7 reports   

Be76 Duchess    6 reports  

Be18 Twin Beech  5 reports

Be17 Staggerwing  2 reports  

Be60 Duke  2 reports

Be95 Travel Air   2 reports

Be45 (T-34) Mentor  1 report

Be50 Twin Bonanza  1 report

Be65 Queen Air  1 report 

Be77 Skipper   1 report




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


LANDING GEAR-RELATED MISHAPS (71 reports; 40% of the total) 


Gear collapse (landing)

30 reports (Be18; two Be24s; five Be33s; eight Be35s; two Be36s; six Be55s; four Be58s; Be65; Be95)


Gear up landing

26 reports (Be24; three Be33s; thirteen Be35s; two Be36s; three Be55s; two Be58s; two Be76s)


Gear collapse—takeoff

3 reports (Be36; two Be58s)


Gear collapse on landing—known mechanical system failure

2 reports (Be18; Be95)


Gear collapse--electrical failure

2 reports (Be33; Be35)


Gear collapse during taxi

2 reports (Be35; Be36)


Gear up landing—electrical failure, handcrank inaccessible

1 report (Be36)


Gear collapse on landing—tow bar attached

1 report (Be58)


Gear up landing (electrical failure)

1 report (Be24)


Gear up landing—known mechanical system failure

1 report (Be55)


Gear collapse--touch and go

1 report (Be55)


...for more on Landing Gear-Related Mishaps see these data and this commentary. 



ENGINE FAILURE   (30 reports; 17% of the total) 


Engine failure in flight

9 reports (Be 33; five Be35s; three Be36s)


Fuel starvation

5 reports (three Be35s; Be36; Be50)


Engine failure on takeoff

5 reports (four Be35s; Be55)


Engine-driven fuel pump failure

2 reports (both Be35s)


Engine failure on approach/landing

1 reports (Be35)


Pushrod tube failure in flight

1 report (Be33)


Exhaust system failure in flight

1 report (Be58)


Fuel starvation—fuel unporting in extended slip

1 report (Be45)


Engine failure on takeoff--dual engine failure

1 report (Be18)


Power loss on initial climb—jet fuel contamination

1 report (Be60)


Cylinder head separation in flight

1 report (Be33)


Partial power loss on takeoff for unknown reasons/high density altitude

1 report (Be33)


Engine failure on takeoff –fuel starvation

1 report (Be18)


...for more on fuel management-related mishaps see . 



IMPACT ON LANDING  (29 reports; 16% of the total) 


Loss of directional control on landing

8 reports (Be17; five Be23s; Be55; Be58)


Impact with obstacle on landing

4 reports (three Be35s; Be58)


Prop strike on landing

2 reports (both Be76s)


Landed long

2 reports (Be35; Be55)


Hard landing

3 reports (Be33; Be58; Be76)


Wingtip strike on landing—crosswind

1 report (Be36)


Loss of directional control on landing: wet/icy surface

1 report (Be58)


Departed runway while avoiding objects on runway

1 report (Be23)


Landed long/failed to go around

1 report (Be23)


Landed long—tailwind landing

1 report (Be36)


Landed short—probable wind shear

1 report (Be33)


Impact with obstacle—off airport landing

1 report (Be35)


Impact with animal while landing

1 report (Be35)


Nosed over on landing

1 report (Be17)


Landed short

1 report (Be55)



MISCELLANEOUS CAUSES  (14 reports; 8% of the total) 


Taxied into obstruction/pedestrian/other aircraft

4 reports (Be33; Be36; two Be55s)


In-flight collision with trees and terrain while maneuvering

1 report (Be58)


Struck by starting/taxiing aircraft

1 report (Be35)


In-flight electrical fire

1 report (Be58)


Fire/explosion on engine start

1 report (Be55)


Fire during engine start: hot start

1 report (Be58)


In-flight break-up: low-altitude maneuvering

1 report (Be58)


Mid-air collision

1 report (Be35)


Turbulence encounter (cruise flight)

1 report (Be60)


Blown tire on takeoff

1 report (Be76)


Blown tire on landing

1 report (Be58)


Bird strike

1 report (Be35)



CAUSE UNKNOWN  (11 reports; 6% of the total)  



6 reports (Be23; four Be36s; Be55)



3 reports (Be36; Be55; Be58)



1 report (Be33)


Cruise/Unknown (mountainous terrain)

1 report (Be23)



1 report (Be77)



IMPACT WITH OBJECT DURING TAKEOFF   (8 reports; 5% of the total) 


Impact with obstacle following takeoff/unable to attain climb

4 reports (Be35; three Be36s)


Loss of directional control during takeoff

2 reports (Be35; Be58)


Impact with object/animal during takeoff

1 report (Be58)


Loss of control on takeoff—improperly set trim

1 report (Be35)



LOSS OF CONTROL IN FLIGHT   (5 reports; 3% of the total) 


Loss of control—airframe ice; in-flight break-up

1 report (Be36)


Loss of control-- missed approach/icing conditions

1 report (Be18)


Loss of control—single engine approach in IMC

1 report (Be55)


Loss of control—door open in flight

1 report (Be24)


Attempted visual flight in IMC

1 report (Be36)



STALL/SPIN   (4 reports; 2% of the total)


Stall/Spin on takeoff

1 report (Be55)


Stall on takeoff

1 report (Be36)


Stall on final approach

1 report (Be35)


Stall on takeoff: short field, maximum weight, hot weather

1 report (Be24)



CONTROLLED FLIGHT INTO TERRAIN   (4 reports; 2% of the total)


Descent below minimum altitude on approach—night IMC

1 report (Be36)


Controlled flight into terrain/night mountainous terrain

1 report (Be58)


Descent below IFR approach minimum altitude

1 report (Be36)


Collision with obstacle—VMC

1 report (Be36)





In-flight vibration/flutter

1 report (Be35)


In-flight ruddervator separation

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, Master CFI

Mastery Flight Training, Inc.

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