Yet another fatal accident, 6 people in a Bonanza today
- Thread starter CK
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E_Dawg
Moderator
No, I've been checking but the most recent one is from 12/22ish... few more days and it should be up.
I just heard today is that the guy was an ATP. And it was 5 who died: 3 adults 2 children:
http://www.thedesertsun.com/news/stories2003/state/20031224232948.shtml
I just heard today is that the guy was an ATP. And it was 5 who died: 3 adults 2 children:
http://www.thedesertsun.com/news/stories2003/state/20031224232948.shtml
6 people in a Bonanza today-NTSB Report
NTSB Identification: LAX04FA078
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 25, 2003 in North Las Vegas, NV
Aircraft: Beech A36TC, registration: N364JR
Injuries: 6 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 25, 2003, at 1322 Pacific standard time, a Beech A36TC, N364JR, collided with terrain during takeoff from runway 12 at North Las Vegas (VGT), Nevada. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The airline transport pilot and five passengers sustained fatal injuries; the airplane was destroyed. The personal cross-country flight was en route to Bullhead City, Arizona. Visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 36 degrees 12.104 minutes north latitude and 115 degrees 11.395 minutes west longitude, and was near the airport perimeter fence.
Initial reports from the Federal Aviation Administration (FAA) indicated that air traffic control tower (ATCT) personnel cleared the airplane for takeoff on runway 12. After liftoff, the pilot declared an emergency and attempted to return to the field.
The Safety Board investigator-in-charge (IIC) interviewed a certified flight instructor who was a ground witness. The CFI observed the airplane lift off about 1,000 down the runway. The airplane's nose went up quickly to an "extremely nose high" attitude. The airplane began to "mush," and then leveled off. The landing gear went up about midfield. The airplane was flying and stopped mushing, but it was not gaining much altitude. At the end of the runway the airplane began turning to the right. During the turn, the nose of the airplane went back up, and the airplane began to mush again. About 90 degrees through the turn, the airplane was about 250 feet above ground level (agl) and 75 feet above power lines. About the same time, the left wing went up until the airplane approached 90 degrees angle of bank. The nose went down, and the airplane went straight into the ground. During the entire sequence, the CFI did not observe any smoke, fluids, or parts coming from the airplane.
Investigators from the Safety Board, the FAA, Beech, and Teledyne Continental Motors examined the wreckage at the accident scene.
The first identified point of contact (FIPC) was a ground scar in a drainage canal with tan and green markings. The airplane had tan and green accents. The canal had 45-degree sloping sides and a flat bottom that was about 10 feet wide. The ground scars were along a magnetic heading of 310 degrees on the downslope side and veered to 330 degrees on the upslope side of the canal.
The main wreckage came to rest about 95 feet from the FIPC. The left wing and engine were at the bottom of the upslope side of the canal, and the forward cabin area pointed down into the canal. The orientation of the fuselage, which was on level terrain on the top of the canal, was 160 degrees.
Fire consumed the cabin, left wing, and engine compartment. The debris path extended about 275 feet from the FIPC. The most distant pieces were alternator and engine parts.
Investigators examined the wreckage at Lone Mountain Aviation at VGT on December 27, 2003.
Investigators removed the engine. They slung it from a hoist, and removed the spark plugs. All spark plugs except the top plug for cylinder No. 5, which sustained mechanical damage, were circular and clean with no mechanical deformation.
The engine sustained thermal and mechanical damage and would not rotate. The propeller separated from the crankshaft along a plane that was angular to the longitudinal axis. The front right portion of the engine sustained the most mechanical damage. The head for cylinder No. 5 separated and cylinder No. 3 sustained the next most mechanical damage.
Investigators dismantled the engine. All piston heads exhibited similar, light deposits. All rings moved freely except those on the piston for cylinder No. 5; there was mechanical damage on a portion of that piston. The connecting rods were intact; the rods and counterweights moved freely. None of the cam lobes were circular. The lifter faces were not deformed or pitted. The main bearings were not scored, and there was no fretting on the case.
Investigators manually rotated the magnetos. One magneto generated spark on four of six leads; two leads sustained mechanical and thermal damage. The second magneto produced spark on five out of six leads.
Index for Dec2003 | Index of months
NTSB Identification: LAX04FA078
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 25, 2003 in North Las Vegas, NV
Aircraft: Beech A36TC, registration: N364JR
Injuries: 6 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 25, 2003, at 1322 Pacific standard time, a Beech A36TC, N364JR, collided with terrain during takeoff from runway 12 at North Las Vegas (VGT), Nevada. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The airline transport pilot and five passengers sustained fatal injuries; the airplane was destroyed. The personal cross-country flight was en route to Bullhead City, Arizona. Visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 36 degrees 12.104 minutes north latitude and 115 degrees 11.395 minutes west longitude, and was near the airport perimeter fence.
Initial reports from the Federal Aviation Administration (FAA) indicated that air traffic control tower (ATCT) personnel cleared the airplane for takeoff on runway 12. After liftoff, the pilot declared an emergency and attempted to return to the field.
The Safety Board investigator-in-charge (IIC) interviewed a certified flight instructor who was a ground witness. The CFI observed the airplane lift off about 1,000 down the runway. The airplane's nose went up quickly to an "extremely nose high" attitude. The airplane began to "mush," and then leveled off. The landing gear went up about midfield. The airplane was flying and stopped mushing, but it was not gaining much altitude. At the end of the runway the airplane began turning to the right. During the turn, the nose of the airplane went back up, and the airplane began to mush again. About 90 degrees through the turn, the airplane was about 250 feet above ground level (agl) and 75 feet above power lines. About the same time, the left wing went up until the airplane approached 90 degrees angle of bank. The nose went down, and the airplane went straight into the ground. During the entire sequence, the CFI did not observe any smoke, fluids, or parts coming from the airplane.
Investigators from the Safety Board, the FAA, Beech, and Teledyne Continental Motors examined the wreckage at the accident scene.
The first identified point of contact (FIPC) was a ground scar in a drainage canal with tan and green markings. The airplane had tan and green accents. The canal had 45-degree sloping sides and a flat bottom that was about 10 feet wide. The ground scars were along a magnetic heading of 310 degrees on the downslope side and veered to 330 degrees on the upslope side of the canal.
The main wreckage came to rest about 95 feet from the FIPC. The left wing and engine were at the bottom of the upslope side of the canal, and the forward cabin area pointed down into the canal. The orientation of the fuselage, which was on level terrain on the top of the canal, was 160 degrees.
Fire consumed the cabin, left wing, and engine compartment. The debris path extended about 275 feet from the FIPC. The most distant pieces were alternator and engine parts.
Investigators examined the wreckage at Lone Mountain Aviation at VGT on December 27, 2003.
Investigators removed the engine. They slung it from a hoist, and removed the spark plugs. All spark plugs except the top plug for cylinder No. 5, which sustained mechanical damage, were circular and clean with no mechanical deformation.
The engine sustained thermal and mechanical damage and would not rotate. The propeller separated from the crankshaft along a plane that was angular to the longitudinal axis. The front right portion of the engine sustained the most mechanical damage. The head for cylinder No. 5 separated and cylinder No. 3 sustained the next most mechanical damage.
Investigators dismantled the engine. All piston heads exhibited similar, light deposits. All rings moved freely except those on the piston for cylinder No. 5; there was mechanical damage on a portion of that piston. The connecting rods were intact; the rods and counterweights moved freely. None of the cam lobes were circular. The lifter faces were not deformed or pitted. The main bearings were not scored, and there was no fretting on the case.
Investigators manually rotated the magnetos. One magneto generated spark on four of six leads; two leads sustained mechanical and thermal damage. The second magneto produced spark on five out of six leads.
Index for Dec2003 | Index of months
E_Dawg
Moderator
Re: 6 people in a Bonanza today-NTSB Report
From http://www.ntsb.gov/ntsb/brief.asp?ev_id=20031231X02110&key=1 , the Catalina (AVX) crash:
"The published missed approach procedures were: at the missed approach point climb from 2,100 feet msl to 3,200 feet msl, continue to fly 172-degree course, and hold at the SXC VOR.
The radar track showed that the airplane maintained an altitude of 2,100 msl from before the missed approach point until the first identified point of contact (FIPC).
The FIPC was 870 feet northeast of the SXC VOR, and was about 15 feet below the mountain ridgeline.
The debris path was 350 feet long and on a magnetic heading of 190 degrees."
I wonder what in hell would cause two experienced pilots to fail to climb at the MAP
, especially on an approach like that, with rapidly rising terrain just after the missed point
From http://www.ntsb.gov/ntsb/brief.asp?ev_id=20031231X02110&key=1 , the Catalina (AVX) crash:
"The published missed approach procedures were: at the missed approach point climb from 2,100 feet msl to 3,200 feet msl, continue to fly 172-degree course, and hold at the SXC VOR.
The radar track showed that the airplane maintained an altitude of 2,100 msl from before the missed approach point until the first identified point of contact (FIPC).
The FIPC was 870 feet northeast of the SXC VOR, and was about 15 feet below the mountain ridgeline.
The debris path was 350 feet long and on a magnetic heading of 190 degrees."
I wonder what in hell would cause two experienced pilots to fail to climb at the MAP