Mastery Flight Training, Inc. 

Beech Weekly Accident Update archives

December 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!

©2008 Mastery Flight Training, Inc.  All Rights Reserved

NEW REPORTS THIS WEEK

11/20 1920Z (1120 local):  “On landing rollout” at Torrance, California, a Be23’s pilot “reported a tire and gear problem.”  The solo pilot, on a “training” flight, was not hurt and damage was “minor”.  Weather: 25,000 broken, visibility 15 miles with a four-knot wind.  N3KT (M-1899) is a 1976 C23 registered since 2002 to a corporation based in Oak Park, California.

(“Blown tire on landing”—at least that seems to be the most probable translation of this report) 

11/27 2015Z (1215 local):  A Be24 landed gear up at San Carlos, California.  The solo pilot was unhurt; damage to the Sierra is “minor”.  Weather: 15,000 scattered, visibility 15 miles, with a six-knot surface wind. N5169M (MC-584) is a 1978 C24R registered since 1998 to an individual in Novato, California.

(“Gear up landing”)

11/29 1430Z (0630 local):  During a predawn landing at Stovepipe Wells, California, a Be23’s “nose gear collapsed and the propeller was damaged.”  The solo pilot reports no injury despite “substantial” aircraft damage.  Weather was “VFR”.  N8770M (M-555) is a 1964 A23 recently (August 2007) registered to a co-ownership in Sparks, Nevada.

(“Hard landing”; “Substantial damage”; “Night”; “Recent registration”)

11/30 0200Z (1900 local 11/29/2007):  Arriving at night at Heber, Utah, a Be35 landed gear up.  The pilot, alone in the Bonanza, was not injured; damage and weather are “unknown”.  N3366C (D-4033) is a 1955 F35 recently (February 2007) registered to a Heber City-based corporation.

(“Gear up landing”; “Night”; “Recent registration”)

12/1 2015Z (1215 local):  “On landing” at Thermal, California, a Be36 “went off the end of the runway, [the] nose gear collapsed, and [the Bonanza] flipped upside down.”  Two aboard report no injury.  The airplane has only “minor” damage, according to the report.  Weather at Thermal: “clear and 10” with surface winds from 310˚ at 14 gusting to 21 knots.  N3697A (E-193) is a 1970 A36 registered since 2001 to a corporation in Dana Point, California.

(“Landed long”—proper airspeed and glidepath control should put you in a position to touch down in the first third of the runway, leaving plenty of room for a landing rollout.  If you are not down in your selected landing zone, go around and try it again.  Strong, gusty surface winds may have been a factor in this mishap but as of now it’s unknown what runway the Bonanza was using, hence the crosswind/headwind/tailwind components are not known)

12/3 1718Z (1218 local):  A Be33’s gear collapsed on landing at Concord, North Carolina.  The solo pilot was not hurt despite “substantial” aircraft damage.  Weather at Concord: “clear and 10” with surface winds at 15 gusting to 25 knots.  N7555N (CE-197) is a 1968 E33A recently (February 2007) registered to an individual in Cornelius, North Carolina.

(“Gear collapse on landing”; “Substantial damage”; “Recent registration”—another in the correlation between high surface winds and landing gear-related mishaps [LGRMs].  Could the plane have landed hard in the gusts, overstressing the landing gear and causing the collapse?  Might the pilot have been in a hurry to retract flaps after landing, perhaps supposing the high winds for some reason made this desirable?  Was it an inadvertent retraction or a mechanical issue completely unrelated to the wind?  Any reader with more information, please let us know). 

12/4 1222Z (0722 local):  The solo pilot of a Be60 died, and the Duke was “destroyed”, when it “crashed on takeoff” under unknown circumstances, at Wilmington, Delaware.  Weather was “few clouds” at 6000 feet, visibility 10 miles and surface winds from 270˚ at 12 knots.  N105PP (P-105) was a 1969 Model 60 registered since 2005 to a corporation in Wilmington.

(“Takeoff/Unknown”; “Fatal”; “Aircraft destroyed”—television news reports show the burned remains of the aircraft on a ramp on the west [upwind] side of KILG’s runways.  Reports suggest winds may have been gusting to as high as 40 mph on the morning of the crash—“A wind advisory from the air traffic tower was not enough to halt the pilot who took off and right away ran into trouble…. The twin-engine plane burst into flames near the airport's former MBNA hangar. Authorities said the six-seat Beechcraft Duke plane climbed at a high rate, banked left and barrel rolled before crashing.”  This flight path is indicative of a stall on takeoff, perhaps aggravated by winds, or an engine failure with a loss of directional control).

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

** There are no newly reported Beech piston aircraft accidents or incidents this week**

FROM UNOFFICIAL SOURCES

A reader reports (date and time unknown):  A late-model Be36, recently purchased and flown by its new owner, suffered an alternator failure in cruise flight.  The nose gear subsequently collapsed on landing.  The pilot reports having cranked the emergency extension handcrank “about 200 times”, but post-crash inspection revealed the handle was stowed.  The A36’s registration and serial number were not reported. 

(“Gear collapse on landing—electrical failure in flight”; “Recent registration”—another reminder that, if you extend the landing gear on battery power alone, you should back up the attempt by running the full Emergency Landing Gear Extension procedure using the Pilots Operating Handbook checklist.  Even with a fully charged battery [but no alternator], system voltage may be low enough that the switches that trigger the gear’s dynamic brake stop the gear motor before it will coast into the down-and-locked position).

NEW REPORTS THIS WEEK

12/9 1700Z (1200 local):  A Be35’s landing gear collapsed on arrival at Lantana, Florida.  Two aboard report no injuries; damage is “unknown” and weather conditions “not reported”.  N856B (D-6778) is a 1961 N35 registered since 2003 to a Wilmington, Delaware corporation.

(“Gear collapse on landing”)

12/9 2150Z (1650 local):  During a dusk landing, a Be35 crashed under “unknown circumstances” while flying an approach into Warrenton, Virginia.  The airplane was found ½ mile from the airport.  The solo pilot died and the Bonanza was “destroyed”.  Weather: 400 overcast, visibility one mile with a four-knot surface wind.  N5481D (D-4988) was a 1957 H35 registered since 2003 to an individual in Bradenton Beach, Florida.

(“Approach/Unknown”; “Fatal”; “Aircraft destroyed”; “IMC”; “Night”—conditions would have made this a dark-as-night arrival.  The flight track and data log show nothing unusual about the Sunday evening flight from South Carolina.  The Flightaware.com data and a local news report suggests the actual time of the crash was closer to 9 pm local time.)

12/11 1630Z (0930 local):  Three aboard a Be36 died when the Bonanza “crashed under unknown circumstances” about 25 miles from Cedar City, Utah.  The airplane was “destroyed”.  Weather at Cedar City was 1700 overcast, visibility 10 with a seven-knot surface wind. N364KW (EA-215) was a 1981 A36TC recently registered to an individual in Rigby, Idaho.

(“Crash/Unknown”; “Fatal”; “Aircraft destroyed”; “Recent registration”—given the relatively low overcast in mountainous terrain and a news report that the pilot had radioed asking for updated weather information, controlled flight into terrain or attempted visual flight into IMC are two among many other possibilities.  A witness is quoted as saying "the mountain range was concealed by the clouds."  The Bonanza’s ELT reportedly sounded and led searchers to the crash site, a reminder that beginning February 1, 2009, satellites will no longer monitor for 121.5MHz/243.0 MHz ELT transmissions, and instead rely on a new generation of 406 MHz emergency beacons that will transmit aircraft registration and pilot contact information, have greatly increased battery life, will [unlike current ELTs] provide satellites the ELT’s position with only one pass of the satellite, and have the option of GPS reporting of the airplane’s precise location.)

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

**11/14 A36 forced landing out of climb near El Centro, California.  “The pilot stated that after the windshield became covered with oil, he elected to make a forced landing in an open alfalfa field...after successfully making a gear-down landing to the alfalfa field, he and his two passengers exited the airplane without injury…both wings had sustained substantial damage. It was also reported…that the engine's number 2 cylinder had failed.”  Change “Engine failure in flight” to “Cylinder failure in flight” and add “substantial damage”.** 

**11/22 B55 gear collapse during an instructional flight at Carlsbad, California.  “According to the pilot, as the nose wheel…settled onto the runway during landing, he felt a strong vibration in the rudder pedals. The pilot ‘abruptly’ applied backpressure on the control yoke and the airplane became airborne. As he relieved the backpressure on the control yoke, the airplane landed on the nose wheel landing gear and ‘started to porpoise.’ The pilot stated that after the fourth oscillation, he applied full backpressure, and as the airplane slowed, he initiated a turn onto a taxiway. Subsequently, the nose of the airplane settled onto the asphalt surface. Examination…revealed that the fuselage was buckled along the cabin area above the left and right wing root. The nose wheel was found separated from the piston and fork assembly.”  Add “substantial damage”.**

FROM UNOFFICIAL SOURCES

On or about 12/16, time not reported, five aboard a Be35 died, and a sixth occupant suffered “critical” injuries, when the Bonanza crashed three miles from the airport near Asunción, Paraguay.  The airplane incurred at least “substantial” damage from the impact and appears in news pictures to have been damaged further in the rescue/recovery event.  Weather conditions were not reported.  Reports from the scene are that the pilot had reported “fuel problems” before crashing.  ZP-TZC (serial number unknown) has been reported to be a V35 registered to and operated by an air charter organization.

(“Fuel starvation”; “Fatal”; “Substantial damage”—all six about the V-tail were adults, according to reports; weight and c.g. may not have been factors in the crash, but they likely made control difficult.  Caution:  images in the online news report are graphic [you will need to scroll down the web page to find the report “Trágico accidente aéreo en Paraguay”].  Fuel starvation and exhaustion crashes happen about three times each week in the U.S., according to AOPA Air Safety Foundation, so common ASF has begin a series of what it calls “public service announcement” videos on its website aimed at reducing the fuel-mishap rate.) 

NEW REPORTS THIS WEEK

12/13 1208Z (0708 local): A Be55 “landed short of the runway threshold” while attempting an arrival in freezing rain at Lancaster, Pennsylvania.  The Baron “bounced onto the runway” and the landing gear collapsed.  The solo pilot has “minor” injuries, the Baron “unknown” damage.  Weather: 4300 broken, 5000 overcast, visibility three miles in freezing rain, with calm winds, and an OAT of 3˚C.  N777EV (TE-871) is a 1972 E55 recently (July 2007) registered to a corporation in Wilmington, Delaware.

(“Landed short—ice on windshield”; “Recent registration”—with a high likelihood of clear ice on the airframe.  According to NASA studies as little as two minutes’ exposure to clear icing can reduce lift by 30% and increase angle of attack by eight degrees.  This may have been a factor on touchdown; poor forward visibility [ice on the windscreen] and/or inaccurate airspeed indications [ice on the pitot tube] may have played a part as well.  It’s notable that even “known ice” certification in most cases prohibits flight in known areas of freezing rain.  A local news report include pictures of the damaged Baron being hoisted from the runway, windshield coated in ice, and quotes the pilot as saying there was ice on the windshield that contributed to landing short.  As we’ve seen with thunderstorms and turbulence, as well as potential ice, just because weather is reported well above the minimums describing VMC [visual meteorological conditions], it is not necessarily hazard-free.)

12/16 2114Z (1314 local):  A Be36 landed gear up at Greeley, Colorado.  The solo pilot was not hurt and damage is “minor”.  Weather was “not reported”.  N36LF (E-2028) is a 1982 A36 registered since 1990 to an individual in Greeley.

(“Gear up landing”)

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.**

NEW REPORTS THIS WEEK

12/20 2117Z (1517 local):  Three died, and the Be35 in which they flew was “destroyed”, during an attempted instrument approach into Springfield, Illinois.  The Bonanza impacted nine miles from the airport.  Weather was 700 overcast, visibility 2 ½ miles in drizzle, with an eight-knot surface wind.  N17784 (D-10007) was a 1977 V35B registered since 2002 to an individual in Rochester, Illinois.

(“Loss of control-- approach in IMC” [on the basis of information to follow, and subject to update]; “Fatal”; “Aircraft destroyed”; “IMC”—Local news reports showed the wreckage in an open field.  Video shows the forward fuselage and wings were crushed and mangled; the empennage from the aft cabin bulkhead aft appears intact and there is no evidence of tail damage or ice accumulation.  It’s unclear whether the airplane burned after impact and the upper cabin appears to have un-charred paint; lack of a fire would strongly suggest a lack of fuel given the amount of aircraft destruction by the impact.  Witnesses report the engine and “nose cone” were “buried in the dirt” and “two to three feet in the ground”, suggesting a steep descent.  A pilot-rated witness reports seeing the airplane descend out of the clouds, re-enter the overcast, and then exit the clouds in a steep descent, a classic disorientation or “loss of control” pattern.  The flight was returning from Batavia, Ohio, about two hours distant [the time aloft another suggestion of possible fuel issues].  A flight log confirms a WAU reader’s report that the pilot flew VFR at 2500 feet most of the way to Springfield, but obtained an IFR clearance and climbed to 3000 feet for approximately the last 10 minutes of the flight.  Hopefully we’ll learn more from the NTSB investigation).      

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

** 12/11 triple-fatality A36TC collision with mountains near Minersville, Utah.  The flight was proceeding under visual flight rules. The nearest weather observation facility to the accident site is the Milford/Briscoe Municipal Airport (KMLF), Milford, Utah, located approximately 20 nautical miles north at an elevation of 5,039 feet mean sea level (msl). The METAR observation wasvisibility 1- 3/4 statute miles in light snow, scattered clouds at 2,500 feet, overcast ceiling at 3,000 feet, temperature minus 6 degrees C, dew point minus 7 degrees C.  This suggests attempted visual flight into instrument conditions, although it’s important to know local weather conditions can vary radically over short distances in mountainous terrain.  Based on this weather report and a witness statement reported in the 12/13/2007 Weekly Accident Update, however, change “Crash/Unknown” to “Controlled Flight Into Terrain: Attempted visual flight in IMC—mountainous terrain”**

NEW REPORTS THIS WEEK

12/31 2045Z (1245 local):  “On landing,” a Be18 “struck runway lights” at Auburn, Washington.  Two aboard the Twin Beech weren’t hurt; aircraft damage is “unknown” and weather “not reported.”  N75018 (s/n 029585) is a 1944 RC-45J recently (July 2007) registered to an individual in Maple Valley, Washington.

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

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

12/4 fatal Beech Duke crash on takeoff at New Castle [Wilmington], Delaware.  Both engines appear to have been developing power all the way to impact, wreckage appears to refute the theory that a gust lock may have be left installed, and seat adjustment security has been confirmed.  From the preliminary report:  “After takeoff, the airplane's initial climbout was ‘normal’ until it was 50 to 70 feet in the air. The airplane then entered a ‘slight’ left bank, and the controller asked the pilot if he still intended turning to the north. The pilot responded, ‘five papa papa,’ and the transmission ‘cut off.’ The airplane then made a ‘steep climb’ to 250 to 300 feet, and as it climbed, the angle of bank appeared to increase. As the airplane reached the top of its climb, the nose ‘came down and went straight into the ground.’ Upon impact, a postcrash fire ensued….  The landing gear actuator correlated to the gear being up. Flap actuator measurements revealed that the right flap was fully extended, while the left flap was fully retracted. The flap actuating system was retained for further examination.”  Change “Takeoff/Unknown” to “Loss of control in flight: asymmetric flap extension”.  The Duke POH calls for flaps to be UP for all takeoffs.  It may be the pilot attempted a takeoff with flaps and the asymmetry occurred on attempted retraction, or that the pilot inadvertently selected flaps DOWN after liftoff and the flap drive system broke, either in transit or if the pilot detected an error and reversed the flap position switch while the flaps were still in transit.  The “split flap” condition is supposed to be flyable, but it was one of the hardest scenarios I saw as a simulator instructor for a pilot to figure out on takeoff.  It was almost always identified incorrectly as an engine failure on takeoff in multiengine airplanes (which, after all, is what we spring-load pilots to “expect” has gone wrong if an uncommanded roll begins).  Winds at 21 gusting to 26 knots would have made identification and recovery even more difficult.  Avoid the split flap condition by checking the flaps run and stop correctly at all preset positions during the Before Takeoff check; setting the flaps for takeoff and confirming flap position before taking the runway; and avoiding flap movement except in wings-level flight and unless you’re well clear of the ground.  As with all electric motors, do not reverse the position of the selector switch while the associated equipment is moving; if you make an incorrect or inadvertent selection, let the motor run until it shuts off and then re-set the switch as desired so stress from reversing direction in mid-movement does not break the system.  Whenever presented with an uncommanded roll, pitch or yawing movement aggressively maintain control, but pause momentarily to detect the true nature of the abnormality before blindly addressing one possible (but also possibly incorrect) cause.    

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

Total reported:  220 reports 

Operation in VMC:  143 reports   (65% of the total)    

Operation in IMC:     10 reports   (5% of the total)    

Weather “unknown” or “not reported”:  67 reports    

Operation at night:  22 reports   (10% of the total)               

Fatal accidents:  28 reports   (13% of the total)    

“Serious” injury accidents (not involving fatalities):  12 reports  (5% of the total)  

“Substantial” damage:  65 reports   (30% of the total)    

Aircraft “destroyed”:     31 reports   (14% of the total)    

Recent registration (within previous 12 months):   53 reports   (24% 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   63 reports 

Be36 Bonanza   39 reports

Be55 Baron   27 reports      

Be58 Baron    23 reports

Be33 Debonair/Bonanza   18 reports 

Be23 Musketeer/Sundowner  11 reports

Be76 Duchess   10 reports  

Be24 Sierra  9 reports   

Be18 Twin Beech  7 reports

Be60 Duke  4 reports

Be17 Staggerwing  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 (94 reports; 43% of the total) 

Gear up landing

38 reports (three Be24s; five Be33s; fourteen Be35s; three Be36s; five Be55s; two Be58s; Be60;  four Be76s)

Gear collapse (landing)

36 reports (Be18; two Be24s; six Be33s; eleven Be35s; three Be36s; seven Be55s; four Be58s; Be65; Be95)

Gear collapse on landing—known mechanical system failure

4 reports (Be18; Be35; Be36; Be95)

Gear collapse--electrical failure

4 reports (Be33; Be35; Be36; Be58)

Gear collapse—takeoff

3 reports (Be36; two Be58s)

Gear up landing—known mechanical system failure

3 reports (two Be55s; Be76)

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 collapse--touch and go

1 report (Be55)

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

ENGINE FAILURE   (38 reports; 17% of the total) 

Engine failure in flight

11 reports (Be33; six Be35s; four Be36s)

Engine failure on takeoff

7 reports (five Be35s; Be36; Be55)

Fuel starvation

7 reports (five Be35s; Be36; Be50)

Pushrod failure in flight

2 reports (Be33; Be36)

Engine-driven fuel pump failure

2 reports (both Be35s)

Engine failure on approach/landing

1 reports (Be35)

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)

Cylinder failure in flight

1 report (Be36)

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

IMPACT ON LANDING  (34 reports; 15% of the total) 

Loss of directional control on landing

9 reports (Be17; Be18; five Be23s; Be55; Be58)

Impact with obstacle on landing

4 reports (three Be35s; Be58)

Hard landing

4 reports (Be23; Be33; Be58; Be76)

Prop strike on landing

3 reports (all Be76s)

Landed long

3 reports (Be35; Be36; Be55)

Landed short

1 report (Be55)

Landed short—ice on windshield

1 report (Be55)

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)

MISCELLANEOUS CAUSES  (17 reports; 8% of the total) 

Taxied into obstruction/pedestrian/other aircraft

5 reports (Be18; Be33; Be36; two Be55s)

Blown tire on landing

2 reports (Be23; Be58)

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)

Bird strike

1 report (Be35)

Brake fire while being towed

1 report (Be36)

CAUSE UNKNOWN  (11 reports; 5% of the total)  

Crash/Unknown

5 reports (Be23; four Be36s)

Approach/Unknown

4 reports (Be35; Be36; Be55; Be58)

Takeoff/Unknown

1 report (Be33)

Cruise/Unknown (mountainous terrain)

1 report (Be23)

Landing/Unknown

1 report (Be77)

LOSS OF CONTROL IN FLIGHT   (9 reports; 4% 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)

Attempted visual flight into IMC, dark night over water

1 report (Be55)

Loss of control-- approach in IMC

1 report (Be35)

Loss of control on takeoff—asymmetric flap extension

1 report (Be60)

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

CONTROLLED FLIGHT INTO TERRAIN   (5 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)

Attempted visual flight in IMC—mountainous terrain

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)

IN-FLIGHT CONTROL VIBRATION/ FLUTTER/ SEPARATION  (2 reports; 1% of the total) 

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.

mastery.flight.training@cox.net

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

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