Piston Beechcraft Accidents 11/30/2023 through 12/19/2023
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 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.
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New reports this week
12/3 1548Z (1048 local Sunday morning): The solo pilot of a Be23 died, and the Sundowner was destroyed, during an attempted instrument approach in low IMC at Midland, Virginia. The NTSB preliminary report states:
…the pilot departed from runway 15 at Warrenton-Fauquier Airport (HWY), Midland, Virginia about 1308 and conducted several practice instrument approaches to Stafford Regional Airport (RMN) in Stafford, Virginia and Culpeper Regional Airport (CJR) in Culpeper, Virginia before returning to attempt an approach and landing at HWY.
According to preliminary information obtained from air traffic control, the pilot provided several PIREPs to Patomac [sic] (PCT) Terminal Radar Approach Control (TRACON) regarding cloud heights. The flight was cleared for the RNAV runway 33 approach to HWY with an intended full stop landing. The pilot advised PCT TRACON that he intended to cancel his instrument flight rules clearance in the air once he descended below the clouds. ADS-B data revealed that the airplane descended toward runway 33 and track data was lost about 4,350 ft short of runway 33 and right of the runway centerline. The pilot made no distress calls over the radio during the approach.
The airplane collided with 80-ft-tall hardwood trees on a 330° heading about 0.35 nm east of the runway 33 threshold. There was a postaccident fire that consumed most of the forward fuselage and cockpit. The right wing separated during the impact with trees.
Recorded weather near the time of the accident included 1 3⁄4-mile visibility in mist and a cloud ceiling at 300 ft.
N76SB (M-1776) was a 1976 C23.
(“Controlled Flight into Terrain/Descent Below Minimums during IFR approach”; “Fatal”; “Airplane destroyed”; “IMC”—the lowest published [LPV] minimums for the RNAV(GPS) 33 approach at KHWY are 384 feet AGL with one mile visibility).
12/4 1721Z (1121 local Monday morning): Two aboard a Be95 perished, and the Travel Air was destroyed, following loss of control during an instructional flight near Decatur, Alabama. N369BB (TD-713) was a 1967 E95.
(“Loss of control in flight/multiengine instruction”; “Fatal”; “Airplane destroyed”; “Dual instruction”—the Flight Safety Foundation’s Aviation Safety Network reports:
ADS-B data indicates that the airplane was flying north after departure from KHSV. About 18 minutes into the flight, the airplane turned around and was now on a southernly heading. At about 11:19 LT, the airplane began a rapid descent from 5400 feet. At one point, the airplane had an average rate of about -6,727 fpm.
NTSB reports someone aboard the airplane told ATC the airplane was in a spin prior to impact. The very high rate of descent is more indicative of a steep spiral, which is often misidentified as a spin and requires a different recovery technique. Attempted spin recovery often results in a spiral as well. Given this was an instructional flight, this may have been another instance of a VMCA Demonstration gone bad. It will be interesting to read if NTSB is able to learn more from this tragedy we can use to make flying—and flight instruction—safer.)
12/7 1705Z (1105 local Thursday morning): Two aboard a Be33 died and the Debonair in which they flew was “destroyed” damage following a loss of control during cruise flight near Cornersville, Tennessee. Excepted from the NTSB preliminary report:
The flight originated from Knoxville Downtown Island Airport (DKX), Knoxville, Tennessee, about 0948 CST and was enroute to Saline County Regional Airport (SUZ), Benton, Arkansas. Preliminary ADS-B data revealed that after takeoff from DKX, the airplane climbed and turned to a ground track of 255°, then leveled off for about 12 minutes at 2,500 ft mean sea level (msl), before climbing to 6,400 ft msl.
The pilot was in contact with air traffic control and had requested flight following services. As the flight was about 140 nautical miles into the trip, the controller advised the pilot that she was left of course. The pilot acknowledged and said that she was correcting.
About 1019, the airplane entered the first of a series of climbs and descents with corresponding fluctuations in its observed groundspeed. During these oscillations, which varied in magnitude, the airplane’s altitude varied between about 6400 ft and about 5300 ft. About 1057, the airplane entered a descent that arrested at about 4300 ft at a groundspeed of 143 knots, after which it climbed to 6050 ft and slowed to 85 knots. The airplane began to descend rapidly before ADS-B contact was lost in the vicinity of the accident site. During the last several seconds of the flight, the airplane was on a ground track of 262° descending at a ground speed that reached a maximum of 228 kts, and the estimated maximum descent rate was about 11,900 ft per minute.
During these altitude fluctuations, the controller twice provided instructions to the pilot to contact [Memphis Center]; however, neither of the instructions were acknowledged by the pilot. During the final moments of the flight, a faint communication stating the airplane’s registration and “Debonaire’ [sic] followed by an emergency declaration and an unintelligible word. About 60 seconds later, a faint and largely unintelligible transmission from the passenger was transmitted. The controller’s subsequent attempts to contact the pilot were unanswered, and there were no further communications from wither the pilot or passenger.
The airplane impacted hilly, wooded terrain at an elevation of 971 ft, with the wreckage path oriented on a heading of about 268° magnetic. The wreckage was highly fragmented, and the debris field extended in a fan-like pattern about 300 ft long. The tops of several trees leading to the main wreckage were cut off at progressively lower heights leading up to the main impact with the ground. During the accident sequence, the fuel tanks were breached, and a post- impact fire spread in the vicinity of the wreckage to the surrounding trees and undergrowth.
A witness in the vicinity of the accident site stated that the airplane flew overhead at a high rate of speed and described that the engine was running when it impacted the ground.
All major components of the airplane were located at the accident site. The engine was partially buried in in a crater that was 5 ft deep by 8 ft wide. The engine was severely damaged by impact forces, and crankshaft continuity and cylinder compression could not be confirmed due to internal impact damage. The magneto key was broken off in the switch and set on “Both.” Both magnetos separated from the engine during the accident sequence, were damaged by impact forces, and could not be functionally tested. The spark plugs were impact damaged but showed minimal wear when compared to the Champion Check-A-Plug chart and did not display any evidence of carbon or lead fouling.
The propeller blades separated from the hub during the impact sequence. One blade was buried in the impact crater, while the opposing blade was found 30 feet west of the main wreckage. The buried blade exhibited a significant bend with chordwise scraping and leading- edge gouges. The opposing blade had a slight bend, and also exhibited chordwise scraping. The propeller hub showed rotational crushing damage. There was no evidence of an inflight fire. The flight control system components from the cockpit to all control surfaces were significantly damaged or destroyed by impact forces and the post-impact fire. Flight control continuity could not be established; however, all observed breaks of the flight control cables displayed fracture features that were indicative of tensile overload (having “broomstraw” appearances consistent with impact-related separation). The elevator trim was measured and correlated to about 5° of trim tab deflection in the nose down direction. The rudder, left horizontal stabilizer, and elevator remained attached to the empennage, and were free to move when manually manipulated.
The cockpit was destroyed by impact forces and fire, and no flight instrumentation or gauges could be identified or recovered. The airplane was equipped with a Century 2000 autopilot, and while the instrument panel faceplate was identified, no settings of the autopilot could be determined. The autopilot servos were damaged by impact and fire. The wreckage, including two intact digital video recording devices, were retained for further examination.
N5891J (CD-919) is/was a 1965 C33.
(“Loss of control in flight”; “Fatal”; “Airplane destroyed.”—The pattern of altitude and airspeed fluctuations, is consistent with loss of control usually resulting from pilot disorientation, usually a visual pilot entering instrument meteorological conditions [IMC] or an instrument pilot in extreme turbulence or in a partial panel situation in IMC–or, as has been unofficially reported, with an unfamiliar or malfunctioning autopilot, when the pilot attempts to address the mode confusion or failure instead of simply switching it off and hand-flying. There’s a lot of online banter about the young pilot’s qualifications, which reportedly did not include an instrument rating, and her perceived online “influencer” status, but until any such information is found by investigators to be causal to the crash I’ll defer. Regardless, this would have a terrifying ride for the pilot and especially for her unfortunate father. I cringe reading this NTSB preliminary report).
12/10 1619Z (1019 local Sunday morning): Two aboard a Be23 were killed, and the Musketeer Super III was destroyed in a post-crash fire, following a reported loss of power shortly after takeoff from Oklahoma City/Wiley Post Airport, Oklahoma. N6945Q (MA-295) was a 1968 A23-24 Super III.
(“Engine failure in initial climb”; “Fatal”; “Airplane destroyed”—ASN adds:
A Beechcraft A23-24 Musketeer Super III crashed just north of Rwy 35L during an attempted return to the point of departure near Oklahoma City-Wiley Post Airport, OK (PWA). There was one fatality at the scene and the pilot later died at the hospital about 8:00 pm.
The flight took off from runway 35R, after which the pilot declared an emergency to the PWA Tower controller, stating he was returning due to “LOSING” power. The controller cleared the flight to land on runway 17L or 17R, but the aircraft crashed short of the runway.
A knowledgeable local source told me after the crash a large oil stain was seen where the airplane engine started before flight, from which led a trail of oil to the runup area and then on the runway to the point of liftoff, and that tower controllers warned the pilot the airplane was “trailing smoke” when it took off. That same source says the pilot passed over a golf course and “several” other possible places to land before the airplane “stalled” in an attempt to return to the airport.)
12/10 2257Z (1457 local Sunday afternoon): The solo pilot of a Be36 died, and the airplane received “substantial” damage, when it crashed under unknown circumstances near Golden Shores, Arizona. N4171S (E-667) is/was a 1975 A36.
(“Cruise/unknown”; “Fatal”; “Substantial damage”—again from ASN:
The aircraft crashed in a remote, rugged area, near Golden Shores, about 24m after takeoff from Bullhead City, Arizona. It was located by a resident half an hour later. The pilot sustained serious injuries, which later proved fatal.)
12/12 2044Z (1544 local Tuesday afternoon): A Be36 “landed hard, bounced, and came to rest off the runway” at Sidney, Ohio. The two aboard were not injured and airplane damage is “unknown”. N6643H (E-1667) is a 1980 A36.
(“Hard landing”)
12/13 2350Z (1550 local Wednesday afternoon): A Be36’s gear collapsed during landing at Van Nuys, California. The solo pilot reports no injury and airplane damage is “unknown.” N6330K (E-2030) is a 1982 A36.
(“Gear collapse during landing”)
12/15 2033Z (1633 local Friday afternoon): A Be58 “struck power lines and a power pole at a grass strip” at Vaughn, Georgia. The solo pilot suffered “minor” injuries, the airplane “substantial” damage. N303RA (TH-506) is a 1974 Baron 58
(“Collision with obstacles/terrain during go-around”; “Substantial” damage—ASN tells us:
A Beechcraft 58 Baron, N303RA, sustained substantial damage when it struck powerlines and a power pole at Brook Bridge Aerodrome (8GA9), Griffin, Georgia. The sole pilot onboard sustained minor injuries.
Preliminary information indicates the pilot was destined to Cedar Ridge Airport (GA62), Georgia, which is located about 2 miles southwest of 8GA9. The pilot flew over GA62 and landed at 8GA9, he commended a go-around when he released his mistake, but the airplane crashed.).
12/17 2014Z (1414 local Saturday afternoon): Both persons aboard a Be36 suffered “serious” injuries, and the B36TC was destroyed in a post-crash fire, after crashing into power lines and then a vehicle on a highway while taking off from Burnet, Texas. One person in the vehicle has “minor” injuries. N70SL (EA-459) was a 1986 B36TC.
(“Takeoff/unknown”; “Serious injuries”; “Airplane destroyed”)
12/18 1500Z (0800 local Monday morning): During departure from Pueblo, Colorado, a Be36 “yawed [to the] left.” The “pilot [over]corrected and struck the right wing tip” on the ground. The two aboard escaped injury and the extent of damage is “unknown.” N8036V (E-2693) is a 1992 A36.
(“Loss of directional control during takeoff”—watch that right rudder requirement at liftoff, especially at high elevation airports where the temptation is often to force the airplane into the air at too low a speed thinking it should be airborne sooner than the high elevation ground roll requirement.)
12/18 1840Z (1430 local Monday afternoon): A Be24 was “rolling out from a touch and go” when it “experienced engine failure” and “crashed in the grass off the departure end of the runway,” at Miami, Florida. The two aboard were unhurt and airplane damage is “unknown.” N52LV (MC-22) is a 1971 A24R Sierra.
(“Engine failure during departure/touch and go”)
New NTSB reports this week
11/17 Travel Air rudder trim flutter leading to windshield separation in flight at Yuma, Arizona. From the report:
The flight instructor reported that, shortly after departing from the airport, the pilot receiving instruction noticed a vibration in the rudder trim and that the airplane was beginning to oscillate. The flight instructor assumed control of the airplane and elected to return to the airport. During the return to the airport, the oscillations intensified, which caused the front windshield to separate from the airplane. The flight instructor advised the pilot receiving instruction to declare an emergency as he landed the airplane without further incident.
Postaccident examination of the airplane by a Federal Aviation Administration inspector revealed that the rudder trim tab rod was fracture separated near the trim tab attachment point and the forward windshield had separated which resulted in substantial damage.
11/26 A36 gear up landing at Valdosta, Georgia.
12/3 Beech Sundowner fatal collision with terrain during an attempted instrument approach in low IMC, cited above.
12/4 double-fatality Travel Air instructional loss of control in flight, cited above.
12/7 dual fatality C33 loss of control in flight, cited above.
2023 SUMMARY:
Reported Beechcraft piston mishaps, 2023:
Total reported: 147 reports
Environment
Operation in VMC: 83 reports
Operation in IMC: 3 reports
Weather “unknown” or “not reported”: 61 reports
Operation at night: 8 reports
Most Serious Injury
“Serious” injury accidents (not involving fatalities): 7 reports
Fatal accidents: 16 reports
Aircraft damage
“Substantial” damage: 29 reports
Aircraft “destroyed”: 24 reports
BONANZA/BARON Series: 122 reports
By Aircraft Type
Be35 Bonanza 43 reports
Be36 Bonanza 30 reports
Be33 Debonair/Bonanza 17 reports
Be55 Baron 14 reports
Be58 Baron 12 reports
Be95 Travel Air 7 reports
Environment
Operation in VMC: 63 reports
Operation in IMC: 2 reports
Weather “unknown” or “not reported”: 60 reports
Operation at night: 7 reports
Most Serious Injury
“Serious” injury accidents (not involving fatalities): 5 reports
Fatal accidents: 14 reports
Aircraft damage
“Substantial” damage: 22 reports
Aircraft “destroyed”: 21 reports
PRELIMINARY DETERMINATION OF CAUSE (all subject to update per official findings):
FATAL and SERIOUS INJURY EVENTS 19 reports
Engine failure in flight 5 reports
Engine failure in flight 1 report (Be35)
Catastrophic engine failure in flight 1 report (Be36)
Fuel exhaustion 1 report (Be33)
Fuel starvation on final approach 1 report (Be35)
Engine failure on approach/landing 1 report (Be35)
Loss of control 7 reports
Loss of control during initial climb 2 reports (Be35; Be36)
Loss of control in flight 2 reports (Be33; Be35)
Loss of control in flight/vertical impact 1 report (Be36)
Loss of control on final approach/landing 1 report (Be36)
Loss of control in flight/multiengine instruction 1 report (Be95)
Miscellaneous 7 reports
Cruise/unknown 2 reports (two Be36s)
Takeoff/unknown 2 reports (Be36; Be58)
Controlled flight into terrain 1 report (Be35)
Pilot struck by propeller/exited airplane with engine running 1 report (Be33)
Struck airport employee near the runway during landing 1 report (Be36)
OTHER EVENTS 103 reports
Landing gear related mishaps 50 reports
Gear collapse during landing 22 reports (three Be33s; nine Be35s; five Be36s; three Be55s; two Be58s)
Gear up landing 21 reports (two Be33s; eight Be35s; four Be36s; two Be55s; three Be58s; two Be95s)
Gear collapse during takeoff 1 report (Be35)
Gear collapse/mechanical gear failure 1 report (Be36)
Landed with gear partially extended 1 report (Be35)
Gear collapse on landing/electrical failure in flight 1 report (Be33)
Gear up landing following electrical failure 1 report (Be35)
Inadvertent gear retraction during a touch and go 1 report (Be36)
Pilot inadvertently retracted gear during landing roll 1 report (Be35)
Electrical fire in flight/gear collapse during landing 1 report (Be58)
Engine Failure 24 reports
Engine failure in flight 14 reports (Be33; six Be35s; six Be36s; Be55)
Catastrophic engine failure in flight 3 reports (Be33; Be35; Be58)
Engine failure during approach/landing 2 reports (both Be35)
Fuel starvation 2 reports (both Be33s)
Engine failure during/shortly after takeoff 1 report (Be33)
Engine failure during attempted go-around 1 report (Be35)
Catastrophic oil loss: failure of air/oil separator 1 report (Be35)
Precautionary landing in a field/low fuel 1 report (Be95)
Propeller damage in flight 1 report (Be55)
Miscellaneous 12 reports
Bird strike 4 reports (Be35; Be36; two Be55s)
Ground collision during ‘formation’ taxi 2 reports (Be36 and Be35)
Loss of directional control during takeoff 2 reports (Be36; Be95)
Electrical fire in flight 1 report (Be33)
Cockpit fire in flight/off-airport landing 1 report (Be36)
Turbulence encounter en route 1 report (Be58)
Aborted takeoff/runway overrun 1 report (Be55)
Landed long 1 report (Be58)
Blown tire on landing 1 report (Be35)
Loss of control during new autopilot testing 1 report (Be35)
Taxiway excursion/taxi into obstructions 1 report (Be58)
Rudder oscillation/windshield separation 1 report (Be95)
Took off with tow bar attached 1 report (Be55)
Impact During Landing 10 reports
Loss of directional control during landing 3 reports (Be33; Be35; Be55)
Struck object/animal during landing 1 report (Be95)
Landed long/runway overrun 1 report (Be55)
Loss of control during landing/strong surface winds 1 report (Be35)
Landed short 1 report (Be33)
Hard landing 1 report (Be36)
Collision with obstacles/terrain during go-around 1 report (Be58)
Landing/unknown 1 report (Be35)
Unknown
Crash/unknown 1 report (Be55)
BEECH AERO CLUB Series: 21 reports
By Aircraft Type
Be23 Musketeer/Sundowner 14 reports
Be24 Sierra 3 reports
Be19 Sport 2 reports
Be76 Duchess 1 report
Be77 Skipper 1 report
Environment
Operation in VMC: 17 reports
Operation in IMC: 1 report
Weather “unknown” or “not reported”: 3 reports
Operation at night: 1 report
Most Serious Injury
“Serious” injury accidents (not involving fatalities): 2 reports
Fatal accidents: 2 reports
Aircraft damage
“Substantial” damage: 6 reports
Aircraft “destroyed”: 3 reports
PRELIMINARY DETERMINATION OF CAUSE (all subject to update per official findings):
FATAL and SERIOUS INJURY EVENTS 3 reports
Collision with obstacle during initial climb 1 report (Be23)
Loss of directional control during go-around 1 report (Be23)
Controlled Flight into Terrain/Descent Below Minimums during IFR approach 1 report (Be23)
Engine failure in initial climb 1 report (Be23)
OTHER EVENTS 17 reports
Engine failure 8 reports
Engine failure immediately after takeoff 2 reports (Be19; Be77)
Engine failure in flight 3 reports (Be19; Be23; Be24)
Engine failure during landing 1 report (Be23)
Engine failure during go-around 1 report (Be23)
Engine failure during departure/touch and go 1 report (Be24)
Loss of directional control during landing 2 reports (both Be23)
Gear collapse during touch and go 1 report (Be76)
Porpoised on landing/propeller strike/gear collapse 1 report (Be23)
Struck by another aircraft while parked and unoccupied 1 report (Be23)
Wing fire during fueling 1 report (Be23)
Blown tire on landing 1 report (Be24)
Hard landing 1 report (Be23)
Control malfunction in flight 1 report (Be23)
MISCELLANEOUS Models: 5 reports
Environment
Operation in VMC: 3 reports
Operation in IMC: 0 reports
Weather “unknown” or “not reported”: 2 reports
Operation at night: 0 reports
Most Serious Injury
“Serious” injury accidents (not involving fatalities): 0 reports
Fatal accidents: 0 reports
Aircraft damage
“Substantial” damage: 1 reports
Aircraft “destroyed”: 0 reports
PRELIMINARY DETERMINATION OF CAUSE (all subject to update per official findings):
FATAL and SERIOUS INJURY EVENTS 0 reports
OTHER EVENTS 5 reports
Landed long/runway overrun 2 reports (both Be60s)
Gear collapse during landing 2 reports (Be17; Be45)
Struck object/animal during landing 1 report (Be50)
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