Mastery Flight Training, Inc. 

Beech Weekly Accident Update archives

July 2009 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!

©2009 Mastery Flight Training, Inc.  All Rights Reserved

NEW REPORTS THIS WEEK

6/11 1406Z (0906 local): A Be35’s landing gear collapsed during a touch-and-go at Waco, Texas.  The solo pilot was unhurt and aircraft damage is “minor”.  Weather: 2300 overcast, visibility 10 miles, with surface winds at 14 gusting to 20 knots.  N333JP (D-8539) is a 1967 V35 very recently (June 2009) registered to an individual in Lorena, TX.

(“Gear collapse on landing”; “Wind”; “Recent registration”—The date on the registration is actually after the date of the reported incident, suggesting perhaps [1] transfer of airplane ownership was not complete when the incident took place, or [2] a non-owner pilot literally “bought it” as a result of the gear collapse.)

6/13 0158Z (2158 local 6/12/2009):  A Be35 “lost [its] windscreen in flight” and “landed without [further] incident”, at Ocean City, Maryland.  The solo pilot was not hurt; damage is “unknown” and weather conditions “not reported”.  N6695H (D-10343) is a 1980 V35B registered since 2004 to a Lewes, Delaware corporation.

(“Windscreen separation in flight”— one wonders if the windshield had recently been replaced, of if this perhaps was the result of a bird strike.  Do readers know more?)

6/13 1350Z (0950 local):  A Be33’s gear collapsed on landing at Rock Hill, South Carolina.  The solo pilot escaped injury despite “substantial” aircraft damage.  Weather was “clear and 10” with calm winds.  The NTSB Factual Report states:  “The pilot completed the before landing check on left base leg, by lowering the landing gear, and extending approach flaps. He did not verify the landing gear handle was in the full down position. The pilot turned onto final approach, lowered the flaps to the full down position, and did not verify the landing gear handle was in the full down position. The nose gear collapsed on landing roll out followed by the main landing gear. The pilot raised the flaps as the airplane started to skid down the runway. The airplane came to a complete stop, and the pilot observed the landing gear handle was not in the full down position. Examination of the airplane by maintenance personnel revealed no mechanical defects with the landing gear or the landing gear selector switch.”  N266DC (CE-418) is a 1973 F33A registered since 2006 to a corporation based in Wilmington, Delaware.

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

6/14 1731Z (1331 local):  A Be17 “landed and ran off the end of the runway,” at Bay Bridge Airport, Stevensville, Maryland.  Two aboard the Staggerwing were unhurt and damage is “unknown”.   Weather conditions were “not reported”.  N47024 (C17B-102) is a 1936 C17R registered since 1988 to a co-ownership in Wexford, Pennsylvania.

(“Landed long—runway overrun”)

6/21 1909Z (1509 local):  A Be35 landed gear up at Meadville, Pennsylvania.  The solo pilot reports no injury; aircraft damage is “unknown” and weather conditions “not reported”.  N735BB (D-5557) is a 1958 J35 registered since 2004 to an individual in Edinboro, Pennsylvania.

(“Gear up landing”)

6/25 2400Z (1700 local):  Four aboard a Be95 perished when the Travel Air, “shortly after departure, crashed and burned” a quarter mile from the airport at Holbrook, Arizona.  The airplane was “destroyed”.  Weather was “clear and 10” with surface winds gusting to 14 knots.  N912T (TD-364) was a 1960 B95 registered since February 2008 to an individual in Cedar Park, Texas.

(“Takeoff/unknown”; “Fatal”; “Aircraft destroyed”; “Wind”—a local news report alleges some illegal activity associated with the flight, but pertinent to our discussion suggests pilot incapacitation as a possible cause.  A law enforcement spokesperson reports “the pilot had said he felt sick to his stomach and had lain down for about an hour while the plane refueled.”  Subsequently, “after the plane took off, it took a sharp left turn and came straight down and burst into flames….”)

6/28 2122Z (1622 local):  On landing, the nose gear of a Be36 collapsed, at Houston, Texas.  The solo pilot was unhurt and damage to the Bonanza is “minor”.  Weather was “clear and 10” with a three-knot wind.  N926LC (E-3900) is a 2009 G36 recently (April 2009) registered to a Houston-based corporation.

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

6/30 1750Z (1250 local):  A Be55’s left main landing gear collapsed on touchdown at Wheeling, Illinois.  Two aboard were not hurt despite “substantial” damage.  Weather at Wheeling was 3100 broken, 4500 overcast, visibility 10 with a seven-knot surface wind.  N4801J (TE-244) is a 1966 C55 registered since 2004 to a Glenview, Illinois corporation.

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

UPDATES FROM NTSB

Events previously appearing in the Weekly Accident Update:

**5/19 C35 gear collapse during takeoff at Englewood, CO.  From the report: “Following the accident, an examination of the landing gear revealed that the mechanic had wired the landing gear squat switch incorrectly; resulting in a retraction of the landing gear once the landing strut was extended.”**

**6/13 F33A gear collapse at Rock Hill, SC, cited above.**

UPDATE

Regarding this NTSB item from last week’s report:

5/19 C35 gear collapse during takeoff at Englewood, CO.  From the report: “Following the accident, an examination of the landing gear revealed that the mechanic had wired the landing gear squat switch incorrectly; resulting in a retraction of the landing gear once the landing strut was extended.”**

I hadn’t had time prior to last week’s publication to investigate this, but a subsequent check with Beech maintenance experts confirms that simply wiring the squat switch incorrectly would not itself send power to the landing gear motor and cause the gear to move.  It was still necessary for the pilot to have moved the cockpit gear switch to the UP position for the gear to unlock and begin retraction.  We’ve seen before why you should not depend on landing gear squat switches to prevent retraction, and you must be careful to avoid gear handle movement until you’re ready.  

Although this airplane is based in Colorado so the pilot should be familiar with density altitude, a frequent high density altitude scenario is to lift off into ground effect but then settle back onto the runway because of wind variations, varied thermal activity, trying to force the airplane to climb out of ground effect at too low a speed, excessive drag caused by over-rotation, or the added drag created by gear doors and openings in the gear retraction process.  It’s not uncommon to see one of these “settled back onto the pavement” mishaps reported as a gear collapse if the pilot has selected gear UP before settling and the gear folds on impact.  On all takeoffs, but especially under windy of high density altitude conditions, ensure you have a consistent positive rate of climb before selecting gear UP, especially in older models in which gear retraction takes a long time, causing extra drag for a greater period of time.   

NEW REPORTS THIS WEEK

7/3 1553Z (1053 local):  The pilot of a Be35 died, and his only passenger suffered “serious” injuries, when the Bonanza crashed on landing at Weslaco, Texas.  The airplane was “destroyed”.  Weather was clear, visibility seven, with surface winds from 170° at nine gusting to 17 knots.  N2043D (D-3396) was a 1952 C35 registered since 1998 to an individual in Brownsville, Texas.

(“Landing/unknown”; “Fatal”; “Aircraft destroyed”; “Wind”—local news reports include a picture of the Bonanza that shows unusual wing impact damage, curling upward relative to the airframe from the tip.  This suggests, at least to me, that the airplane had low forward speed and a fairly high rate of descent, wing-low, when it hit—an incipient spiral, perhaps, or maybe the early stages of a spin.  The news report includes a witness report that “they noticed the plane circle the area twice before [it] came crashing down.” This may indicate some issues with negotiating the gusty wind, or it may not be relevant to the crash at all.)

UPDATES FROM NTSB

Events previously appearing in the Weekly Accident Update:

**6/24 quadruple-fatality B95 takeoff crash at Holbrook, TX.  The preliminary report continues to suggest pilot medical incapacitation as a possible cause.**

FROM UNOFFICIAL SOURCES

6/20 (time not reported):  Several readers emailed to report a Be35 that disappeared during a planned flight from near Anchorage, Alaska to Whitehorse, Yukon Territory, Canada.  News reports say two were aboard the airplane, and that the active search “significantly scaled back” on July 6^th with no sign of the airplane.  The pilot and passenger are assumed lost and the airplane likely destroyed.  N7062N (D-8652) is/was a 1967 V35A-TC registered since 2006 to an individual in Bettendorf, Iowa.

(“Crash/Unknown”; and unless a miracle occurs, “Fatal”; “Aircraft destroyed”—the incident has not yet been noted on U.S. or Canadian mishap reporting websites, perhaps because since it’s unknown whether the plane went down in the U.S. or Canada there is no clear jurisdiction on who is responsible for investigating.)

NEW REPORTS THIS WEEK

 7/8 0232z (2232 LOCAL 7/7/09):  Landing at Palmyra, Pennsylvania, a Be36 “veered off the runway into the grass.”  The solo pilot was not hurt; aircraft damage is “unknown” and weather conditions “not reported”.  N1316R (E-125) is a 1968 Model 36 registered since 1981 to an individual in Lebanon, Pennsylvania.

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

7/9 2357Z (1957 local):  The pilot of a Be33 was “practicing approaches when the engine failed and the aircraft landed in a soybean field near Montpelier Township,” Virginia.  The solo pilot reports no injury; aircraft damage is “unknown” and weather conditions were not reported.  N7219C (CE-1052) is a 1984 F33A registered since 2006 to an individual in Lakeville, Connecticut.

(“Engine failure on approach”—possibilities we’ve seen in similar cases before include catastrophic engine failure, fuel starvation or exhaustion, and improper mixture management [advancing throttle with the mixture set too lean].  Any reader input about the cause in this case is appreciated).

7/10 1516Z (0915 local):  The pilot and passenger of a Be33 suffered “serious” injuries after the Debonair “crashed under unknown circumstances” at Las Vegas, New Mexico.  The airplane was “destroyed”; weather was “VFR”.  N4334W (CD-331) was a 1961 35-A33 registered since 1992 to an individual in Laughlin, Nevada.

(“Landing/Unknown”; “Serious injuries”; “Aircraft destroyed”—local news reports say that two people were pulled from the airplane with “extensive and severe” burns.  A television news video  shows the airplane in a field that’s reportedly on the airport grounds. The airplane is inverted and burned with the landing gear extended, and a ground scar indicates the airplane skidded three or four airplane lengths before coming to a stop.  “Witnesses told state police that the plane flew over the airport and turned back. The engine quit and the plane slammed into the ground short of the runway.”)  

7/10 1742Z (1242 local):  On landing, a Be35’s gear collapsed at Bloomington, Indiana.  The solo pilot was unhurt despite “substantial” aircraft damage.  Weather: “few clouds” at 3700, visibility 10, with a variable, four-knot wind.  N8511A (D-1933) is a 1949 A35 registered in a Sugar Grove, Illinois-based partnership since 2007.

(“Gear collapse on landing following electrical failure” [more in a moment]; “Substantial damage”—there is a strong correlation between electrical failure in flight and landing gear collapse on the subsequent touchdown.  Anything less than full alternator/generator power may be insufficient to fully extend the gear.  Follow any extension of landing gear on battery alone or with less than full system voltage by completing the Manual Landing Gear Extension procedure.  The extra turn or so of the handcrank that may result often proves to be the difference between a minor inconvenience and a catastrophe that in many cases results in a classic airplane being scrapped.)

7/10 2101Z (1701 local):  “During a high-speed taxi maintenance run-up,” a Be60 “went off the end of the runway and [its] nose gear collapsed,” at Morristown, New Jersey.  The pilot (mechanic?) has “unknown” injuries; the Duke suffered “substantial” damage.  Weather was “not reported.”  N7667D (P-170) is a 1971 A60 registered since 2007 to a Wilmington, Delaware corporation.

(“Runway overrun—high-speed taxi test”; “Substantial damage”—I’m no mechanic, but outside of experimental aircraft construction I’m not aware of any maintenance function that normally entails a high-speed taxi test [readers will no doubt educate me!].  For most aircraft insurance policies to be in effect when an airplane is operated by a maintenance facility one of three conditions must usually be satisfied:

·        The pilot must meet the Open Pilot Warranty (OPW) provisions of the insurance policy (including any special training requirements in many high performance and pressurized airplanes)

·         The pilot has been named to the policy as an Approved Pilot, and premium adjusted as necessary (this option applies if the pilot does not meet the OPW)

·        The pilot is employed by an FAA Certificated Repair Station (not just any shop, but one holding an FAA Repair Station certificate)

There’s a “grey area” if a Repair Station contracts pilot services instead of using an employee to conduct test flights, and there may be an issue with persons not meeting the above requirements in a “high-speed taxi test” on a runway.  It’s best you discuss this with any maintenance provider that may test-fly (or “high-speed taxi”) your airplane beforehand to ensure your coverage remains in effect. Check your aircraft insurance policy, or ask your agent or broker to find what applies specifically to you.)

7/13 2248Z (1448 local):  On landing, a Be18 “went off the runway” and its landing gear collapsed, at Yakutat, Alaska.  No one was hurt; damage is “unknown” and weather conditions were “not reported.”  N93CA (BA-604) is a 1962 G18S recently (January 2009) registered to an individual in Yakutat.

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

UPDATES FROM NTSB

Events previously appearing in the Weekly Accident Update:

**7/3 fatal C35 loss of control at Weslaco, TX.  From the report:

According to the pilot, the airplane was flown from Brownsville/South Padre Island International Airport (KBRO), Brownsville, Texas to KEBG to fuel. At KEBG, the left tip tank and both main tanks were filled with fuel. Upon attempting to fuel the right tip tank, the fuel nozzle broke loose and entered the tip tank. The commercial pilot was unable to retrieve the broken nozzle, and no fuel was added to the tip tank.

After departing KEBG, the private pilot reported that a left-rolling tendency developed in the airplane. The private pilot reported that it took some effort to keep the wings level and the airplane flying straight. He reported this concern to the commercial pilot. A landing at T65 was planned and the commercial pilot flew the airplane configured with gear and flaps to runway 13. On touchdown, the left main gear contacted the runway first and the airplane bounced back into the air. The airplane began drifting left towards the edge of the runway, and the commercial pilot initiated a go-around. During the climb from the go-around, the commercial [sic] pilot had difficulty maintaining directional control of the airplane and requested assistance from the private pilot. The private pilot reported that the rudder was fully depressed by the commercial pilot. The commercial pilot began a left turn and the airplane descended and impacted the terrain.

At 1045, an automated weather reporting station at T65 reported winds from 170 degrees at 9 knots gusting to 17 knots, visibility 7 miles, skies clear, temperature 91, dew point 57 degrees, and a barometric pressure of 30.01 inches of Mercury.

Last week’s Weekly Accident Update initial report on this incident included this comment: 

Local news reports include a picture of the Bonanza that shows unusual wing impact damage, curling upward relative to the airframe from the tip.  This suggests, at least to me, that the airplane had low forward speed and a fairly high rate of descent, wing-low, when it hit—an incipient spiral, perhaps, or maybe the early stages of a spin.  The news report includes a witness report that “they noticed the plane circle the area twice before [it] came crashing down.” This may indicate some issues with negotiating the gusty wind, or it may not be relevant to the crash at all.

Most tip tank STCs (including factory options when they were available) call for loading tip tanks symmetrically but assure pilots that “”if unsymmetrical fuel loading should occur in flight, adequate control is available for landing.”  The combination of asymmetric tip tank loading and a strong, gusty wind, however, appears to have been too much.  Change “Landing/unknown” to “Loss of directional control on go-around/fuel imbalance”.**

UPDATE

FAA has now released a preliminary report on the V35A-TC that departed Palmer, Alaska for Whitehorse, Yukon on 6/21/2009, but never arrived.  The FAA preliminary report carries no information beyond what was reported here last week.

NEW REPORTS THIS WEEK

7/15 2320Z (1620 local):  Three aboard a Be36 died when the Bonanza “crashed off the runway into a parking lot,” at Hawthorne, California.  The airplane has “substantial” damage.  Weather at Hawthorne was “clear and 10” with a surface wind from 260° at 13 knots.  N618MW (E-3643) is/was a 2005 G36 registered since June 2008 to a corporation in Lawndale, California.

(“Stall on final approach” [from a local source]; “Fatal”; “Aircraft destroyed” [from evaluation of a photograph forwarded by a reader]—A local-area reader emailed:”We have lost 3 CFIs and a Bonanza at the Hawthorne Airport here in SoCal yesterday to the dreaded landing approach stall during touch and go's.”  According to syndicated news the airplane impacted between buildings in a parking lot at the airport.  “The nose was destroyed, the tail section was bent to one side, and fuel spilled across the ground. There was no fire.”  The photograph shows the airplane sitting upright, with evidence of a significant fuel spill.  Damage appears consistent with a stall or spin, with first impact by the nose section [which is completely disintegrated], front seats and wing leading edges, and a twisting movement indicated by separation of the aft fuselage and empennage.  It’s not revealed whether the impact zone would indicate a landing or departing aircraft.)      

7/16 0055Z (2055 local 7/15/2009):  A Be36 landed gear up at Athens, Georgia.  The solo pilot was unhurt; damage is “unknown” and weather conditions “not reported”.  N3701Z (E-1748) is a 1980 A36 registered since 2002 to a co-ownership in Athens.

(“Gear up landing”)

7/16 0114 (2014 local 7/15/09):  On landing, a Be35 “went off the runway” at Tuscola, Illinois.  Two aboard report no injury; aircraft damage is “substantial” and weather conditions were not reported.  N13W (D-7888) is a 1965 S35 recently (March 2009) registered to an individual in Felton, Delaware.

(“Gear collapse on landing—pilot-induced retraction on the runway”; “Substantial damage”; “Recent registration”—a reader with reliable information from the scene reports the runway departure was preceded by an inadvertent gear retraction on the runway.)

7/18 0235Z (1935 local 7/17/09):  A Be33’s “engine failed on takeoff” and the airplane “force landed on a road” at Truckee, California.  The solo pilot escaped injury despite “substantial” damage.  Weather was “not reported”.  N9772Y (CD-686) is a 1963 35-B33 registered since 2006 to a co-ownership in Aromas, California.)

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

7/18 1904Z (1404 local):  A Be18 “crashed under unknown circumstances” two miles from Verdel, Nebraska.  The pilot died, a second person aboard has “unknown” injuries, and the Twin Beech was “destroyed”.  Weather was 5500 scattered, visibility 10 miles with a nine-knot surface wind.  N6688 (serial number 29651) was a 1944 TC-45J recently (February 2009) registered to an individual in Lynch, Nebraska.

(“Crash/unknown”; “Aircraft destroyed”; “Fatal”; “Recent registration”—a news report says the passenger was hospitalized without elaborating on his injuries.  Another says the Beechcraft burned after impact in a field.)

UPDATES FROM NTSB

Events previously appearing in the Weekly Accident Update:

**7/10 A33 “serious injuries” crash on landing at Las Vegas, NM.  From the report:

A witness standing outside on the airport ramp said he saw the airplane to the west of the airport flying southbound at pattern altitude when he heard the engine “sputtering”. He said he heard the engine fail and restart twice before he heard the engine fail completely. He saw the airplane begin a steep descent and the witness ran inside the airport terminal building to call 911. When the witness returned he saw a column of smoke and he drove his truck directly to the accident scene. The witness said he arrived very quickly at the accident scene and he assisted the two seriously injured occupants until emergency first responders arrived.

Change “Landing/unknown” to “Engine failure in the pattern”—Although there are other possible explanations, a sputtering engine that restarts and stops again is indicative of fuel starvation or exhaustion; a fire after impact usually means there was fuel on board, so investigators will likely focus on fuel starvation as a potential contributor.**

SUMMARY: Reported Hawker Beechcraft piston mishaps, year-to-date 2009:

Total reported:  89 reports 

Operation in VMC: 57 reports    

Operation in IMC:    2 reports  

Weather “unknown” or “not reported”:  27 reports

Operation at night:  10 reports 

Surface wind > 15 knots:  13 reports          

Fatal accidents: 11 reports  

“Serious” injury accidents (not involving fatalities): 2 reports 

“Substantial” damage: 33 reports  

Aircraft “destroyed”:   11 reports  

Recent registration (within previous 12 months):  13 reports  

(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:

Be36 Bonanza   25 reports 

Be35 Bonanza   22 reports

Be33 Debonair/Bonanza 12 reports

Be24 Sierra  6 reports

Be58 Baron  6 reports   

Be55 Baron  5 reports  

Be19 Sport  3 reports

Be17 Staggerwing   2 reports

Be18 Twin Beech   2 reports

Be60 Duke   2 reports

Be23 Musketeer/Sundowner  1 report

Be50 Twin Bonanza  1 report

Be56 Turbo Baron   1 report

Be76 Duchess   1 report

Be95 Travel Air   1 report

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

LANDING GEAR-RELATED MISHAPS (40 reports) 

Gear up landing

17 reports (two Be24s; two Be33s; six Be35s; five Be36s; Be50; Be56)

Gear collapse (landing)

13 reports (Be24; three Be33s; three Be35s; two Be36s; two Be55s; two Be58s)

Failure of landing gear to extend due to mechanical failure

3 reports (Be24; Be58; Be60)

Gear collapse during taxi

2 reports (Be24; Be36)

Gear collapse—retract rod failure after improper installation

1 report (Be36)

Wheel failure/separation

1 report (Be33)

Gear collapse on takeoff

1 report (Be35)

Gear collapse on landing following electrical failure

1 report (Be35)

Gear collapse on landing—pilot-induced retraction on the runway

1 report (Be35)

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

IMPACT ON LANDING  (17 reports) 

Loss of directional control on landing

5 reports (Be18; Be19; two Be36s; Be58)

Landed long—runway overrun

2 reports (Be17; Be33)

Loss of directional control on landing—strong, gusty wind

1 report (Be17)

Hard landing

1 report (Be36)

Hard landing—airframe ice

1 report (Be58)

Landed short

1 report (Be35)

Collision with animal on landing

1 report (Be36)

Hard landing—simulated engine failure on takeoff (twin-engine airplane)

1 report (Be58)

Wingtip contact with the runway

1 report (Be58)

Hard landing—landing gear collapse (fixed gear)

1 report (Be19)

Loss of directional control on go-around/fuel imbalance

1 report (Be35)

ENGINE FAILURE   (15 reports) 

Engine failure in flight

4 reports (Be19; Be35; two Be36s)

Engine failure on takeoff

4 reports (Be33; two Be35s; Be36)

Fuel starvation

3 reports (Be33; two Be36s)

Piston/cylinder failure in flight

1 report (Be35)

Loss of oil pressure

1 report (Be24)

Engine failure on approach

1 report (Be33)

Engine failure in the traffic pattern

1 report (Be33)

...for more on fuel management-related mishaps see www.thomaspturner.net/Fuel.htm.  

CAUSE UNKNOWN  (6 reports)  

Takeoff/Unknown

2 reports (Be19; Be95)

Crash/unknown

2 reports (Be18; Be35)

Landing/unknown

1 reports (Be76)

Go-around/unknown

1 report (Be35)

MISCELLANEOUS  (4 reports)

Wheel/strut failure on landing—fixed gear airplane

1 report (Be23)

Unattended airplane with engine running taxis into obstruction

1 report (Be36)

Windscreen separation in flight

1 report (Be35)

Runway overrun—high-speed taxi test

1 report (Be60)

STALL/SPIN  (4 reports)

Stall on final approach

2 reports (Be33; Be36)

Stall/loss of control during go-around

1 report (Be55)

Stall/spin during attempted aerobatics

1 report (Be55)

CONTROLLED FLIGHT INTO TERRAIN   (2 reports)

Airframe ice in cruise—unable to maintain altitude

1 report (Be36)

Attempted visual flight into IMC

1 report (Be36)

IMPACT WITH OBJECT DURING TAKEOFF   (2 reports) 

Loss of directional control during takeoff—strong, gusty wind

1 report (Be55)

Runway overrun during attempted aborted takeoff

1 report (Be35)

LOSS OF CONTROL IN FLIGHT   (1 report) 

Loss of control: Attempted visual departure in IMC

1 report (Be36)

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, M.S. Aviation Safety, Master CFI

2008 FAA Central Region CFI of the Year

Mastery Flight Training, Inc.

mastery.flight.training@cox.net

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

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