Beechcraft safety

The landing gear were not retracted, and the propeller on the failed engine was not feathered. A control loss occurred, and the aircraft struck terrain. Before the accident, engine-condition trend-monitoring data indicated that a potentially significant problem was developing in the engine.

The report said that the pilot apparently was unable physically to respond to air traffic control radio transmissions after the aircraft ascended above the assigned altitude, 25,000 feet. The aircraft likely continued flying on autopilot, with no input from the pilot, for several hours before it struck terrain.

The report said that dark night conditions during the emergency medical services positioning flight also were a significant factor in the fatal controlled-flight-into-terrain accident.

A Raytheon Super King Air 200 was transporting members of a collegiate basketball team in instrument meteorological conditions when the alternating-current electrical system malfunctioned. The report said that the pilot became spatially disoriented. The pilot’s control inputs placed a large aerodynamic load on the aircraft and caused it to break apart at low altitude.

All the occupants of the Beechcraft 1900C and the Beechcraft King Air A90 died from the inhalation of smoke, soot or other products of combustion in the postaccident fire that consumed both aircraft.

Limited nose-down elevator travel and an excessive aft center of gravity rendered the twin-turboprop airplane uncontrollable in pitch on takeoff from Charlotte, North Carolina, U.S. The accident report cited incorrect rigging of the elevator-control system and deficiencies in maintenance oversight and in calculation of passenger weights and baggage weights.

The crew of a Raytheon Beech 1900D used self-programmed global positioning system (GPS) waypoints for navigation during a night approach to a Canadian airport with weather conditions below minimums for the published nonprecision instrument approach.

Investigation of the accident that killed a U.S. senator and seven others leads to calls for increased surveillance of on-demand aircraft operators, implementation of crew resource management training programs for two-pilot flight crews and development of low-airspeed-alert systems.

The Pilot flew a manual instrument approach in daylight Instrument Meteorological Conditions (IMC) followed by an overshoot. During the overshoot the aircraft rolled to the right in excess of 90°. The PNF took control and initially attempted to recover. He then decided to continue the roll to the right through 360°. With a high power setting and an inverted nose down attitude, altitude was lost and speed rose rapidly. In the recovery the aircraft was subjected to a gross over-speed with high G loading in avoiding ground contact.

The aircraft was above the glide slope and the airspeed was approximately 100 knots indicated airspeed. The normal approach speed is approximately 125 KIAS. The PF began to take corrective action just as the aircraft stalled. The PF initiated a stall recovery by applying maximum power and lowering the aircraft’s nose.

the aircraft touched down over 2400 feet past the Runway 24 threshold. As soon as it touched down, the aircraft started to turn left on the snow-covered runway. Full right rudder was used in an attempt to regain directional control. However, the aircraft continued to turn left, departed the runway,

The US NTSB determined that the probable cause of this accident was the pilot’s spatial disorientation resulting from his failure to maintain positive manual control of the airplane with the available flight instrumentation. Contributing to the cause of the accident was the loss of AC electrical power during instrument meteorological conditions.

During cruise flight at 15 000 feet above sea level, the aircraft was in icing conditions. The aircraft?s ice-protection equipment dealt effectively with the icing conditions until about 45 minutes after take-off, when the aircraft began to accumulate ice at a rate that exceeded the capabilities of the ice-protection equipment. The airspeed decreased to the point that a descent was required, and, despite the crew selecting maximum available engine power, the aircraft descended from 15 000 to 10 800 feet, below the minimum obstacle clearance altitude for the area.

The US NTSB determined that the probable cause of this accident was the flight crew’s failure to properly execute the published instrument approach procedure, including the published missed approach procedure, which resulted in controlled flight into terrain. Contributing to the cause of the accident was the flight crew’ failure to use all available navigational aids to confirm and monitor the airplane’s position during the approach.

mmediately after landing, the aircraft started skidding to the right and departed the landing surface, coming to rest 1600 feet from the threshold and 40 feet to the right of the runway. The aircraft was substantially damaged

This report explains the accident a king Air 100 which crashed while the flight crew was attempting to execute a VOR approach.

This report explains the accident involving a Beechcraft 1900D which crashed shortly after takeoff. The safety issues discussed in this report include maintenance work practices, oversight, and quality assurance; maintenance training; aircraft weight and balance programs; Federal Aviation Administration oversight; and cockpit voice recorders on Beech 1900D airplanes.

Beechcraft B1900C Collision On Runway