Beechcraft Piston Aircraft Accid

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.

**THE WEEKLY ACCIDENT UPDATE IS AN INDEPENDENT PRODUCT OF MASTERY FLIGHT TRAINING, INC.**

6/10/05 (time not reported): The engine of a Be33 failed when the #5 cylinder connecting rod "made an exit through the top of the crankcase" during a biennial Flight Review, at YTAL, in the control zone of Canberra, Australia. The engine failure began as a partial power loss at 1500 feet; the pilot completed a turn toward the airport before the engine quit completely and landed safely on the reciprocal runway. There were no injuries and damage is limited to the IO-470K, which had approximately 600 hours since overhaul. VH-DHL (CD-116) is a 1960 35-33 registered to an individual.

("Engine failure on takeoff/initial climb"; "Dual instruction"--the pilot permits me to repeat his remarks: "Start and warm-up [were] normal [and] temperatures and pressures [were] all correct. Engine checks (magneto) correct; prop cycled correctly. Clearance [was] given from YSCB Tower to take off (I was operating from YTAL which is within the Canberra control zone). Takeoff [was] OK [with a rate of] climb 1200 fpm. At 1500 ft AGL the revolutions started to reduce for no apparent reason. Temps and pressures were still OK. I commenced a right-hand turn to return to YTAL. As I was completing the turn I extended the landing gear. Almost immediately there was a loud bang from under the cowl, oil on the windscreen and the prop stopped rotating. I turned off all electrical systems (I wonder what Canberra Tower thought when the transponder signal disappeared?) The glide approach, flapless, and landing were without further drama and I was surprised at how well the aircraft handled under the circumstances [with the propeller stopped]. After landing an inspection of the aircraft showed a [connecting] rod intact (except for the big end cap) in the front of the cowl air intake (left) and a large hole in the top center of the crank case between cylinders 5 and 6. The piston appeared to be broken across the gudgeon pin in No. 5 cylinder and the bottom edges of the cylinder had been peened out by the action of the flailing [connecting] rod. Total time on the airframe was approximately 4850 hours. The engine has more than 600 hours [since] TBO. The aircraft...has been in Australia since being sold new in 1960." Thank, reader, for letting us learn from your firsthand report.)

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

**12/19 A36 loss of control and runway excursion during a night takeoff at Fallon, Nevada. Change "Weather unknown" to "VMC." The pilot was attempting takeoff form a runway contaminated with "three inches of snow."**

“Serious” injury accidents (not involving fatalities): 8 reports (4% 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%).

43 reports (two Be18s; three Be24s; five Be33s; seven Be35s; five Be36s; nine Be55s; six Be58s; two Be60s; two Be76s; two Be95s)

14 reports (Be17; Be18; two Be19s; two Be23s; three Be24s; two Be35s; two Be36s; Be55)

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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!