Dutton

Beech Bonanza/Debonair In-Flight Break-ups 1962- 2007 Date Location Model T-storm/CU encounter VFR into IMC Partial panel Attempted aerobatics Airframe ice Non-convective turbulence Loss of control (IFR) Other/unknown NTSB ID NTSB comment 2/22/1964 MT C35 1 Unknown OVERLOAD FAILURE 3/1/1964 AL M35 1 Unknown SEPARATION IN FLIGHT 8/1/1965 OH A35 1 CHI66A0013 OVERLOAD FAILURE 8/5/1965 MS A35 1 MIA66A0018 OVERLOAD FAILURE 8/31/1965 KS M35 1 MKC66A0014 SEPARATION IN FLIGHT 9/10/1965 Can B35 1 CAN65C0036 STRUCTURAL FAILURE DUE AERODYNAMIC LOADS. 10/8/1965 WI 35 1 CHI66A0033 SEPARATION IN FLIGHT 12/24/1965 VA D35 1 NYC66A0069 RUDDERVATOR FAILURE CAUSED BY AERODYNAMIC OVERLOADS 12/29/1965 UT C35 1 DEN66A0052 WINGS: WING ATTACHMENT FITTINGS,BOLTS SEPARATION IN FLIGHT 4/19/1966 PA S35 1 NYC66A0119 WITNESS HEARD ACFT DIVE,EXPLODE;PARTS FALL OUT of OVERCST 7/22/1966 MN C35 1 MKC67A0005 MOVABLE TAIL SURFACFS NOT RECOVERED. 8/9/1966 AK V35 1 ANC67A0015 L.AND R.RUDDERVATORS AND L.WING SEP DUE TO OVERLOADS. 8/10/1966 IL H35 1 CHI67A0022 RUDDERVATORS FAILED DUE NEG.OVERLOAD. 8/25/1966 OR G35 1 SEA67A0017 HORIZONTAL STABILIZER, ATTACHMENTS SEPARATION IN FLIGHT 9/11/1966 OR A35 1 SEA67A0022 RIGHT WING AND LEFT RUDDERVATOR FAILED IN FLIGHT 9/21/1966 IL F35 1 CHI67A0011 HORIZONTAL STABILIZER, ATTACHMENTS OVERLOAD FAILURE 11/5/1966 KY G35 1 CHI67A0060 BOTH WINGS AND EMPENNAGE SEPARATED. 11/7/1966 PA S35 1 NYC67A0077 L WING OUTBOARD LEFT/RIGHT RUDDERVATOR SEP 12/31/1966 GA 35 1 MIA67A0069 WINGS SEPARATED IN FLT 1/28/1967 CA B35 1 OAK67A0059 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 2/11/1967 VT 35 1 NYC67A0113 OUTBOARD R WING FAILED POSITIVELY.TAIL ASSY SEPARATED 3/12/1967 CA A35 1 OAK67A0067 SEPARATION IN FLIGHT 4/14/1967 TX F35 1 FTW67A0102 LEFT WING FAILED. 4/21/1967 SD 35 1 MKC67A0059 SEPARATION IN FLIGHT 7/21/1967 NJ H35 1 NYC68A0013 GENL INFLITE DISINTEGRATION. 8/3/1967 MO E35 1 MKC68A0009 INFLIGHT STRUCTURAL DISINTEGRATION. 11/5/1967 NY A35 1 NYC68A0070 NON-INST RATED PLT. RT WING AND EMPENNAGE SEPARATED. 4/11/1968 WY V35 1 DEN68A0045 LT WING AND TAIL ASSY SEPARATED FROM ACFT. 5/5/1968 CA V35 1 OAK68A0064 HORIZONTAL STABILIZER, ATTACHMENTS VERTICAL STABILIZER 5/19/1968 PA A35 1 NYC68A0121 LEADING EDGE RT WING, 40 IN PIECE OF RT AILERON SEPARATION 7/4/1968 MT C35 1 SEA69A0005 GENERAL DISINTEGRATION IN FLT. 7/18/1968 OH G35 1 CHI69A0007 GENERAL DISINTEGRATION OF ACFT. 8/4/1968 IA G35 1 MKC69A0008 GENERAL DISINTEGRATION OF ACFT. 9/30/1968 KS V35A 1 MKC69A0018 BOTH WING ,ENG WITH FWD FUSELAGE SECTION, EMPENNAGE SEP 1/20/1969 TX M35 1 FTW69A0049 GYRO INOP.IFR IN CLOUDS.WINGS/TAIL CAME OFF. 3/30/1969 LA S35 1 FTW69A0067 WINGS FAILED OUTBD OF ATTACHMENTS. 4/23/1969 OR K35 1 SEA70A0003 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 12/9/1969 NV K35 1 LAX70A0034 SEPARATION IN FLIGHT icing conditions 7/19/1965 ID 35 1 SEA66A0005 SEPARATION IN FLIGHT 3/30/1970 CA P35 1 LAX70AL062 OVERLOAD FAILURE 4/26/1970 GA P35 1 MIA70AM086 PLT RCVD SVR WX WARNG.TURBC SVR TO EXTREME FCST 7/15/1970 WV 33 1 IAD71AI005 BOTH WGS SEPARATED. 5/7/1971 IN C35 1 CHI71AC082 3 OF 4 RUDDERVATOR TRIM TAB CTL CABLES SEVERELY CORRODED,FAILED. 5/27/1971 KY P35 1 CHI72AC085 ACFT DISINTEGRATED. PLT FLT PLANNED INTO KNOWN MARGINAL WEA. 7/2/1971 NC S35 1 IAD72AI001 ACFT DISINTEGRATED. 10/1/1971 SD C35 1 MKC72AK023 R WG,BOTH STABS AND CTL SURFACES SEPARATED IN FLT. 11/9/1971 TX C35 1 FTW72AF026 EMPENNAGE SEPN DUE HI POS G LOAD. 11/22/1971 TX J35 1 FTW72AF029 FAILURE OCCURRED IN TURB ENVIRONMENT. GENL INFLT BREAKUP. 3/30/1972 NE F35 1 MKC72AK058 EXTENSIVE IN-FLT BREAKUP 8/18/1972 BI D35 1 Unknown R WG AND STABILIZERS FAILED 11/17/1972 TX B35 1 FTW73AFO19 OVERLOAD FAILURE 4/14/1973 KS E35 1 MKC73AK061 IN HOLDING PATTERN . LOST CTL,L WG SEPARATED IN FLT. 4/22/1973 TX V35 1 FTW73AF062 LOST CTL IN IFR COND.BOTH WGS SEPARATED.INST RATING 3 1/2 WKS PRIOR. 7/27/1973 GA V35A 1 MIA74AM009 L WING,STAB SEPD. 8/16/1973 IA E35 1 MKC74AK006 L STAB ASSY SEPARATED 8/26/1973 TX 35 1 FTW74AF011 OUTBD R WG & BOTH STABS SEPARATED IN FLT. 9/6/1973 OK P35 1 FTW74AF014 WINGS AND TAIL SEPRTD. 10/25/1973 CA 35 1 OAK74AP018 LOC APCH.DIFFICULTY .OVERLOAD FAILURE L WING,SEPARATED. 12/26/1973 CA C35 1 OAK74AP025 R WING,STABS SEPD. 3/10/1974 OK 35 1 FTW74AF065 SEPN OF L WING ASSY & EMPENNAGE. 4/20/1974 KS 35 1 MKC74AK062 GENERAL DISINTEGRATION 5/5/1974 TX S35 1 FTW74AF080 SEPARATION IN FLIGHT 5/14/1974 MT 35 1 SEA74AS044 DISINTEGRATION INFLT. 6/1/1974 KY P35 1 NYC74AN099 R AND L RUDDERVATOR SEPARATED 6/5/1974 KY 35 1 NYC74AN102 R WING MAIN SPAR FRAGMENTED. 6/30/1974 OH N35 1 CHI74AC100 WING SPAR WING ATTACH POINTS SPTD POSITIVE,REARWARDS DIRECTION. 8/2/1974 AL M35 1 MIA75AM012 WINGS,EMPENNAGE SEPD 8/16/1974 AR V35A 1 FTW75AF007 OVERLOAD FAILURE 9/1/1974 OH 35 1 CHI75AC024 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 9/1/1974 LA P35 1 FTW75AF013 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 9/24/1974 TX M35 1 FTW75AF024 L WG FAILED JUST BFOR IMPACT. 12/30/1974 TX V35B 1 FTW75AF046 BOTH WGS & R STAB SEPARATED IN FLT. 1/30/1975 CA N35 1 LAX75AL030 BOTH STABS & L WG FAILED 4/6/1975 CA M35 1 LAX75AL050 L WG & STAB SEPARATED IN FLT 4/22/1975 TX V35A 1 FTW75AF064 BOTH RUDDERVATORS & R WG SEPARATED 5/30/1975 GA G35 1 MIA75AM084 OVERLOAD FAILURE 6/22/1975 MN A35 1 MKC75AK063 GENERAL DISINTEGRATION 7/16/1975 GA 35 1 MIA76AM005 INITIAL FAIL IN LE OF R WING,SEPARATED OUTBOARD OF WHEEL WELL. 8/1/1975 AL J35 1 MIA76AM012 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT. . 10/16/1975 TX V35 1 FTW76AF033 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 10/24/1975 IL V35B 1 CHI76AC033 RUDDERVATORS AND BOTH WINGS SEPARATED 11/28/1975 CA P35 1 LAX76AL039 BOTH WINGS SEPD NR GND 5/28/1976 CA M35 1 LAX76AL080 OVERLOAD FAILURE 9/26/1976 MN P35 1 MKC76AK084 STRUCTURAL ICE. TAIL SECTION BROKE FREE IN FLIGHT. 10/2/1976 AZ 35 1 LAX77FA001 ENTIRE EMPENNAGE SEPARATED. 1/14/1977 WA C35 1 SEA77FA012 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 3/5/1977 GA M35 1 MIA77FA042 EXTENSIVE IN FLIGHT BREAKUP. 5/5/1977 CA 35 1 LAX77FA041 L WG FAILED. 8/18/1977 LA V35B 1 FTW77FA070 OVERLOAD FAILURE FIRST FLT IN ACTUAL INSTRUMENT CONDITIONS. 9/12/1977 OK V35A 1 FTW77FA074 GENERAL DISINTEGRATION. 10/15/1977 KY D35 1 IAD78FA005 SEPARATION IN FLIGHT 10/23/1977 LA M35 1 FTW78FA005 WINGS POS OVERLOAD L WING SEP DOWN L R STAB RUDVATR SEP POS 11/17/1977 IN P35 1 CHI788A011 GENERAL DISINTEGRATION. 2/10/1978 CA 35 1 OAK78FA016 LEFT WING DISINTEGRATED IN FLIGHT. 4/26/1978 GA N35 1 MIA78FA072 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 4/29/1978 IA S35 1 MKC78FA034 OVERLOAD FAILURE 5/1/1978 CA S35 1 LAX78FA045 LEFT WING & TAIL SURFACES MISSING 5/12/1978 MO F35 1 MKC78FA037 SEPARATION IN FLIGHT 6/23/1978 MO E35 1 MKC78FA052 OVERLOAD FAILURE 3/17/1979 CA D35 1 LAX79FA034 OVERLOAD FAILURE 3/18/1979 CA A36 1 LAX79FA036 SEPARATION IN FLIGHT 5/23/1979 AL G35 1 MIA79FA088 SEPARATION IN FLIGHT 10/20/1979 CA V35B 1 LAX80FA006 WINGS SEPARATED. 2/24/1980 GA V35 1 MIA80FA037 OVERLOAD FAILURE 5/25/1980 SC P35 1 ATL80FA050 L STAB/RUDDERVATOR SEPTD. 6/12/1980 CA 35 1 LAX80FA112 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 9/12/1980 CA 35 1 LAX80FA140 OVERLOAD FAILURE 12/30/1980 WI G35 1 CHI81FA014 V-TAIL STABILIZRS & WINGS SEPD DWNWRD 1/16/1981 AZ S35 1 LAX81FA037 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 2/28/1981 NM A36TC 1 FTW81FA041 BOTH WINGS & R HRZNTL STAB SEPD UPWARD.L HRZNTL STAB BENT UP & AFT. 3/6/1981 CO P35 1 CHI81FA032 GENERAL DISINTEGRATION 3/20/1981 AZ B35 1 LAX81FA063 EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT 4/18/1981 OK E35 1 FTW81FA074 L RUDDERVATOR SEPD DWNWRD.R WING, R STAB/RUDDERVATOR SEPD UP 2/13/1982 CA J35 1 LAX82FA071 LEFT WING & BOTH STABILATORS SEPARATED 7/2/1982 CA V35B 1 LAX82FA240 STABILIZER REVEALED IT HAD SEPARATED DOWNWARD 5/22/1983 AL V35B 1 ATL83FA198 STABILIZERS/RUDDERVATORS, TAIL CONE, RIGHT WING TIP TANKS SEP 8/1/1983 NC F35 1 ATL83AA305 ONE WING MISSING 2/17/1984 VA V35B 1 ATL84MA101 DEFORMATION L STAB UPWARD DEFORMATION R STAB 5/26/1984 OK G35 1 FTW84FA242 SEPARATED IN-FLT AT A LOW ALT 6/17/1984 NE C35 1 MKC84FA174 WRECKAGE 1 MI BY 1/4 MI. 7/22/1984 FL A36 1 MIA84FA206 WINGS UP, VERTSTAB SEP TOP OF TAILCONE CONE SEP 7/27/1984 TX S35 1 FTW84FA326 EVIDENCE OF PREVIOUS STABILIZER OVERLOAD 9/26/1984 SC V35B 1 ATL84FA298 RT & LT STABILIZERS & RUDDERVATOR GROSS NEGATIVE OVERLOAD 12/6/1984 NC N35 1 ATL85FA050 FUSELAGE..OVERLOAD 3/21/1985 CA D35 1 LAX85FA181 LEFT STABILIZER ASSEMBLY SEPARATED 7/25/1985 OK H35 1 FTW85MA297 LEFT WING & BOTH RUDDERVATORS HAD SEPD FM OVERLOAD FAILURE 3/15/1986 CA A36TC 1 LAX86FA140 FAIL L SIDE CARRY THRU STRUCTURE. STRUCTURE BROKE UPWARD (POSITIVE) 6/4/1986 OK A36TC 1 DEN86FA150 STABILIZERS FAILED NEG AND SEP BOTH WINGS THEN FAILED NEGATIVELY 9/7/1988 FL K35 1 MIA88FA267 FUSELAGE MINUS WINGS & TAIL SPINNING FROM OVRCST 9/18/1989 CA S35 1 FTW89GA170 OUTER 1/2 RIGHT WING SEPARATED 7/12/1990 VA P35 1 BFO90FA063 LEFT WING AND RIGHT STABILATOR SEPARATED 5/16/1991 TX V35B 1 FTW91FA080 IN-FLT BREAKUP 8/5/1992 AR A36 1 DEN92FA083 BROKE UP IN FLIGHT 6/9/1993 WI A36 1 CHI93FA200 exceeded the design strees limits of the airplane 10/2/1993 WI G35 1 CHI94FA001 STABS FAIL DOWN R WING SEP AT ROOT, L WING SEP 3 PCS 11/12/1993 CA V35 1 LAX94FA048 BREAKUP ALTITUDE OF 14,000 FEET 7/5/1994 AL H35 1 ATL94FA131 SPAR FRACTURE UP L RUDDERVATOR SEPARATED UPWARD 7/12/1995 CA A36 1 LAX95FA249 STABILIZERS INITIALLY SEPARATED, FOLLOWED BY BOTH WINGS 4/29/1996 GA V35 1 MIA96FA134 left wing and tail stabilizer had separated 3/24/1997 FL V35 1 ATL97FA054 an in-flight breakup of the airplane was presumed to have occurred 5/12/1998 WV A36 1 IAD98FA054 stabilizer and wings downward overstress separation 4/11/2002 CA G35 1 LAX02FA134 tail sep first, then l wing broke off. engine sep and the passenger ejected 4/27/2002 NC 35 1 ATL02FA091 failure of the right wing due to overstress separation 6/29/2002 AZ C35 1 LAX02FA210 R wing pos overload sep and impacted R stabilizer pilot falling asleep 7/5/2003 KY F35 1 NYC03FA148 in-flight breakup 11/25/2003 OR S35 1 SEA04FA022 l stab sep upward and aft both wings sep up and positive 7/18/2004 GA B36TC 1 ATL04FA159 in-flight breakup 2/9/2007 GA A36 1 ATL07FA040 broke up in-flight Totals 48 55 4 2 13 6 9 11 That's just Beechcraft Bonanzas. Like I said, it happens all the time.

This is difficult. It is more than solving a triangle or the ration of a line to d line length. I think it also has to do with the suspension point of the jumper under the canopy, which would dictate the angle the parachute wants to fly. My brain hurts.

That's what I'm after. I am thinking it would be possible to measure the A lines and D lines- canopy to three ring and D to A. Come up with a triangle and figure the trim in degrees from that. I'd like to know how just to make comparisons out of my own curiosity. Obviously, I'm no mathalete.

Yep. And I have seen quite a few bored jump pilots do aerobatics on the way down from altitude. If I was going to do that, I would want to wear a parachute. Airplanes fall apart all the time. Especially old airplanes. It's all I'm sayin'...

How can you measure the steepness of a canopy's trim?

excerpt from 91.307 "(c) Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds-- (1) A bank of 60 degrees relative to the horizon; or (2) A nose-up or nose-down attitude of 30 degrees relative to the horizon."

If you are flying in a cloud with lightning I wouldn't worry too much about finding an airplane in it... Good read though! Reminds me of the first time I flew through a thunderstorm in my freight dog days. Keep up the good work.

Holy Shit! As a fellow pilot, I think that has to be the quote of the year. Well put. Remind your pilots that the FAA can be very subjective in their interpretations of the FAR. That can work for or against you, most likely against you.

If your pilot ever exceeds 60 degrees of bank or 30 degrees of pitch, yes. You never see that on video though...

Good stuff there! A nicely flown fast swoop is the most satisfying thing in skydiving in my opinion. We had a real slow U206 show up at my old DZ and we couldn't handle the long ride to full altitude. So we would just go up to 7,500' and do speed stars. Was a lot more fun than we thought it would be!

I learned what a Swamp Cooler is at Lodi. Bill is my hero.

Just pull below 3,000' and you won't have to barrel roll. There's nobody down there anymore.

Considering his experience level, it's pointless for him to worry about de-arching his shoulders to generate non-existant lift when he might be having a hard time going in a straight line. I see it all the time. A student immediately assumes an aggressive track position like he sees in videos and flies in a giant circle. Great. You work your way up by finding the right body position for you and your current ability. Not copying what everyone else does. The most important criteria in a track is to go in a straight line and be aware of everyone else and your altitude. You start simple and work your way up. That's how you learn.

That's good advice.

Don't worry about generating lift in a track, you won't. (start obligatory aerodynamic argument now) Without wingsuits, we move through air deflection. Try and get flat as possible, presenting as much surface area to the wind as you can. Straighten your legs completely. Use your head to look where you are going.

I know what you meant. I am saying you should always do altimeter checks, audible or not. It's up to you though.

Here is my idea.

No, really. I wouldn't depend on anything electronic. I have only seen one mechanical altimeter fail in twenty years. If you are set on relying on an audible, use two and keep fresh batteries on hand. I'd replace them on a regular schedule. When I started freeflying no one wore helmets or audibles and we never lost altitude awareness because we respected the ground. Safety backups don't make you safer. Having respect does. Be careful and have fun!

Good Job. Make sure you check your altimeter and look at the ground because when the batteries die in your pro track it won't go peep.

The Injini toe socks are comfortable and keep your KSO's from getting real stinky. You can order them form the Vibram website. I only use the socks when it is real cold out though because they are a pain to put on. +10 on taking it easy when you first get them. Holy shit my legs were sore. Must be doing a lot of good though. Jumping in them feels nice, but if you walk through tall grass you will constantly be getting vegetation jammed up between your toes. It's very annoying.

Yes. You owe me beer too, just for asking if you owe beer.

I'm jumping a 97 in a container "sized" for a 120. I always tell my customers to get gear with a little extra room. It will be easier to pack. Besides, if you overstuff your container and put too much tension on the closing flaps you will tear out the grommets. Ask your rigger/instructor what to do.

Damn straight. I just got hungry.

Good for you. I got my riggers certificate my second year in the sport because I wanted to learn about my gear. Ask your rigger to supervise you and put it together yourself. I'm sure he'd be glad to help given the right encouragement... At least you're not going to be one of those douchebags who have a license but can't actually pack their main.

Career path?