Wednesday, July 03, 2019

Beechcraft B300 King Air 350i, N534FF: Fatal accident occurred June 30, 2019 at Addison Airport (KADS), Dallas County, Texas

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities: 
Federal Aviation Administration Accident Investigation and Prevention (AVP); Fort Worth, Texas
Textron Aviation; Wichita, Kansas
Transportation Safety Board of Canada; Ottawa, Ontario
Hartzell Propeller; Piqua, Ohio
National Air Traffic Controllers Association; Salt Lake City, Utah
Pratt & Whitney Canada; Longueuil, Quebec

Aviation Accident Preliminary Report - National Transportation Safety Board:

Location: Addison, TX
Accident Number: CEN19MA190
Date & Time: 06/30/2019, 0911 CDT
Registration: N534FF
Aircraft: BEECH BE-300
Injuries: 10 Fatal
Flight Conducted Under: Part 91: General Aviation - Business 

On June 30, 2019, about 0911 central daylight time, a Beech BE-300, N534FF, collided with a hangar and terrain after takeoff from Addison Airport (KADS), Addison, Texas. The airline transport pilot, the commercial co-pilot, and eight passengers sustained fatal injuries. A postimpact fire ensued and the airplane was destroyed. The airplane was registered to EE Operations LLC and operated under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and a Federal Aviation Administration (FAA), instrument flight rules flight plan, had been filed for the flight. The cross-country flight was originating at the time of the accident and was en route to Albert Whitted Airport (KSPG), St. Petersburg, Florida.

According to information provided by EE Operations and Flyte Aero (an aviation services provider), the flight crew, and passengers arrived at the airport to prepare for the personal flight, about an hour and a half prior to the accident. The airplane fuel tanks were "topped off" and luggage was loaded in the aft baggage compartment of the airplane.

According to FAA air traffic control data, the pilot contacted ground control stating he was ready to taxi and about 0905 was provided taxi instructions to runway 15. About 0910 the pilot was given departure instructions to turn left heading 050 and was cleared for takeoff from runway 15.

The takeoff and departure of the airplane was captured by radar and multiple security cameras and was observed by several witnesses located in various locations at the airport. One witness stated that as the airplane went down the runway, it seemed more quiet than normal and sounded like it did not have sufficient power to takeoff. After the airplane lifted off, witnesses observed the airplane drift to the left, and then roll to the left before colliding with the hangar. Several security cameras captured the drift to the left immediately after takeoff and then a roll to the left. One camera showed the airplane roll completely inverted before it collided with the hangar.

Witness marks and wreckage distribution were consistent with the airplane impacting the top of the hangar in a right wing low, nose down, and inverted attitude. The empennage, right engine, and both propeller assemblies separated from the airplane during the impact sequence and were located inside of the hangar. Fragmented pieces of both wings were located on top of the hangar, inside of the hangar, and immediately to the north of the hangar. The main wreckage, which included the left engine and the fuselage, was located outside of the hangar and it came to rest adjacent to a brick wall. The main wreckage came to rest on its right side and was destroyed by the impact forces and postimpact fire.

Figure 1. Overview of accident site

The airplane was equipped with an L3 FA2100 cockpit voice recorder (CVR). The CVR recorded 2 hours of high-quality audio including the accident flight. A crew comment regarding a problem with the left engine occurred about 8 seconds before the end of the recording. Three automated "bank angle" aural alerts began about 3 seconds before the end of the recording. A CVR group comprised of technical experts will convene at NTSB headquarters in Washington, DC, to review the entire accident recording, and produce a written transcript.

Several avionics components and personal electronic devices were recovered from the wreckage. These components and devices were secured for further examination. Both engine assemblies were recovered from the wreckage and were secured for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N534FF
Model/Series: BE-300
Aircraft Category: Airplane
Amateur Built: No
Operator: S&H Aircraft
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KADS, 644 ft msl
Observation Time: 0847 CDT
Distance from Accident Site:
Temperature/Dew Point:26°C / 21°C
Lowest Cloud Condition: Scattered / 1700 ft agl
Wind Speed/Gusts, Direction: 6 knots / , 100°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.06 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: Addison, TX (ADS)
Destination: St. Petersburg, FL (KSPG) 

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 8 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 10 Fatal
Latitude, Longitude: 32.966111, -96.832778

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email, and any friends and family who want to contact investigators about the accident should email

Howard Hale Cassady, Jr.
1948 - 2019  

Howard Hale Cassady, Jr. was born on February 2, 1948 in Houston, Mississippi to Howard Cassady, Sr. and Agnes Verell Cassady.  Howard graduated from Castleberry High School in 1966.

He married the love of his life, Susan Hall, in 1974, and after completing his pilot training in 1975, he began his career in aviation as a corporate pilot.  The two main loves in Howard’s life were his family and aviation.

His son remembers him as a driven father who encouraged him to pursue his goals and hold himself accountable.  He was a dedicated individual who loved flying, playing golf, watching the Dallas Cowboys and NASCAR racing.

Howard is survived by mother Agnes Cassady, wife Susan Cassady, son James and spouse Angela, sister Penny Barrett and spouse Ricky, brother-in-law Jim Hall and spouse Martha, grandchildren Presley and Lilly, along with his nieces and nephews.  He was preceded in death by father Howard Hale Cassady , Sr. and brother Milton.

A celebration of life is scheduled for July 20, 2019 at 1 pm at Lighthouse Fellowship, 7200 Robertson Road, Fort Worth, Texas 76135.  All are welcome to attend and celebrate Howard’s life.  In lieu of flowers, please send donations to Epilepsy Foundation of Texas (, 2401 Fountain View Drive, Suite 900, Houston, TX 77057 or Reverend Carol Record Scholarship Fund, Center of Unity, PO Box 667, Grapevine, TX 76099.

Matthew John Palmer 
May 6, 1991 - June 30, 2019

Matthew John Palmer, 28, passed away June 30, 2019.

Service: 10:30 a.m. Saturday July 6, 2019 at Lighthouse Fellowship, 7200 Robertson Rd, Fort Worth, TX 76135.  Guests should feel free to wear their favorite red, white, and blue attire, as Matt would have wanted.

Visitation: 6 to 8 p.m. Friday, July 5, 2019, at Lighthouse Fellowship.

Memorials: In lieu of flowers the family has asked donations be made to the Central Texas Conference Youth in Mission (CTCYM) of the United Methodist Church, made payable by check to: Central Texas Conference, 3200 E. Rosedale, Fort Worth, TX 76105.

Raised on Eagle Mountain Lake, Matthew touched countless lives in his short 28 years in this world. Known for his ear-to-ear grin, with a water bottle in his back pocket, and a raging sense of patriotism, Matt could rarely leave his home without encountering a familiar face. Matt left a lasting impression and taught lessons to last a lifetime to everyone he met. He absolutely loved and embraced life. His passion for flying was only superseded by the love he had for his family and friends of all ages and walks of life. He spent a substantial amount of his life on mission trips, serving the church and selflessly helping others. Matthew returned only a week ago from a mission trip to serve victims of Hurricane Harvey.

Throughout his short life he wore many hats: natural multi-sport athlete, wake-boarder, licensed irrigation professional, and church youth director. He spent almost a decade working at the Fort Worth Stock Show and Rodeo as a ranch and arena hand. He was a graduate of Boswell High School and Tarrant County College. He earned his private pilot’s license, served as a flight instructor, and worked as a contract-corporate pilot out of multiple airports across the state of Texas.

His experience includes service with First Flight, Decatur Jet Center, and Blackshoe Investments.

In May, 2018, he married the love of his life, and they recently celebrated their one-year anniversary. His unwavering faith and love for God has always, and will continue to, guide his loved ones through this difficult time.

He is preceded in death by grandparents John and Barbara (Colby) Linville, Glen and Thelma (Vandling) Palmer, and Michael “Uncle Ge” McGehee.
He will be greatly missed.

Survivors: His wife, Courtney Palmer, and loyal sidekicks, Ranger and Callie; mother, Vickie Palmer; father, Michael Palmer; sisters, Lindsey (Corey) Farra of Lewisville, Lauren (Dave) Bryant of Leesburg, Va; niece, Tatum; nephews, Deklan, Cooper, and Tobias; In-laws, Drew and Susan Sansbury, Trace and Zach Martin, and Marshall and Dotty Sansbury; aunt, Gail McGehee of Sycamore, Ill., cousins, Valerie (Oscar) Perez of Sycamore, Ill., Jenna Perez of Manchester, Iowa, Chad (Erin) McGehee and their son, Finnegan of Madison, Wisconsin.

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The audio recording from onboard a plane that crashed into Addison Airport revealed confusion among the pilots and signs of engine trouble in the moments leading up to the accident.

The small plane crashed seconds after takeoff Sunday morning, smashing into an unoccupied hangar and killing all 10 people aboard. The National Transportation Safety Board held its last formal press briefing on the crash Tuesday.

A cockpit recording captured two hours of audio from the plane leading up to the crash, NTSB Vice Chairman Bruce Landsberg said at Tuesday’s press conference. The plane was cleared for takeoff about a minute before the recording ended.

Twelve seconds before the plane crashed, “crew comment consistent with confusion” was recorded. Landsberg said he could not elaborate on what specifically was said by the crew.

Crew comment regarding a problem with the left engine was captured about eight seconds before the end of the recording. Three automated alarms sounded, warning pilots the plane was banked too sharply to one side, about three seconds before the recording ended.

The plane, a twin-engine Beechcraft 350 King Air, was flying a private party of people to St. Petersburg, Florida.

Experts will continue to analyze the recording in Washington, D.C., Landsberg said. The group will release a written transcript when the majority of reports are completed in the investigation.

NTSB will release a preliminary report in about two weeks, Landsberg said. A factual report will be released in 12 to 18 months and will be followed by a probable cause of the crash.

The NTSB is analyzing video of the crash, records for the pilot and co-pilot and maintenance of the plane.

A pilot who previously flew with the King Air’s pilot told NTSB everything was normal during their flight several weeks ago, Landsberg said.


The plane had a maximum capacity of 11 people. Ten people were onboard: eight passengers and the pilot and co-pilot. All of them have been identified through the Dallas County Medical Examiner’s Office or other sources.

On Tuesday, the Medical Examiner’s Office identified the flight’s pilot as 71-year-old Howard Hale Cassady, of Fort Worth.

Sources have told the Star-Telegram that Cassady had extensive flight experience, and records say he was rated for a dozen different types of aircraft.


The aircraft was owned by a business connected to a family of four who died in the accident, records show.

Brian Ellard, who died along with his wife and two teenage stepchildren, is connected to the business that purchased the aircraft this year from a private charter company in Chicago, according to public records. Todd DeSimone, the general manager of Chicago-based jet charter company Planemasters, said Monday that he sold the plane to a company based in Addison called EE Operations LLC.

EE Operations has an address in the 4900 block of Keller Springs Road, which is blocks away from the airport. The same address is also registered to Ellard Family Holdings LLC, a business that is registered in Nevada and is owned by Ellard, and to NTA Life Management Inc., of which Ellard was the president and chief executive officer, according to public records and Ellard’s LinkedIn Account.

Another tail number — also known as an N-Number — has been reserved on another aircraft registered to the Ellard Family Holdings LLC business, according to the FAA Registry.

Alice and Dylan Maritato were killed in the crash, along with their mother and stepfather, Ornella Ellard and Brian Ellard. Alice, 15, attended John Paul II High School in Plano and Dylan, 13, was a middle school student at All Saints Catholic School.


The NTSB hasn’t yet clarified whether the aircraft was on a private flight or a chartered event, which would require two pilots to be on duty.

A co-pilot on the flight had an expired medical certificate, government records show, although there’s no evidence that his health contributed to the crash.

Matthew John Palmer, 28, of Fort Worth, who was identified as the co-pilot of the propeller plane, had a first class commercial pilot license. A check of FAA records shows that Palmer’s last medical certificate was dated April 2018.

Several sources said a pilot with his credentials would have needed to re-certify his medical fitness every 12 months.

“If he was due in April and he was flying, it appears he was flying with an expired medical certificate,” said FAA spokesman Lynn Lynsford. “The valid medical is a no-go. If you’re not valid, you’re not supposed to be flying. You can’t have any authority over the controls at all.”

But Ladd Sanger, a lawyer who specializes in aviation law, said the co-pilot’s medical status wouldn’t be a major factor if the trip was solely a private affair. Federal law only requires one pilot for those flights.

If the flight was commercial, two pilots would have been required.


Steve Thelen, 58, and his wife, Gina, 57, also died in the crash, according to JLL real estate in Dallas, where Thelen was the managing director.

Also killed were Mary Titus, 60, and her husband, John Titus, 61. The Tituses and Ornella and Brian Ellard were part of the same Dallas tennis group, of which Mary Titus was the captain, according to records from the United States Tennis Association.


Sanger said four other crashes involving Beechcraft 200 and 300 series models all occurred during takeoff, and in each case a question was raised about whether a power lever had either been incorrectly positioned by pilots, or crept back into a less powerful position after the pilot set them.

He also said that if the aircraft loses one of its two engines, it can still take off. But, he added: “If you rotate the airplane and become airborne below the single-engine speed, you can’t control the airplane in a loss of engine power.”

The crash was one of the deadliest in Dallas-Fort Worth aviation history.

In 1985, Delta Air Lines flight 191 crashed while trying to land during a violent thunderstorm at DFW Airport, killing 134 of the 163 people on board.

In 1988, Delta flight 1141 crashed shortly after takeoff at DFW, killing 14 people and injuring 94 others.

Story and video ➤

ADDISON, Texas — A recording recovered from the cockpit of a plane that crashed Sunday in Addison revealed there was confusion less than a minute after takeoff, officials with the National Transportation Safety Board announced Tuesday. 

The tower at the Addison Municipal Airport cleared the Beechcraft B300 King Air 350i for takeoff one minute before the end of the cockpit recording. 

There was "crew comment consistent with confusion" 12 seconds before the end of the recording and a comment about a problem with the left engine 8 seconds before the recording ended, NTSB officials said during a news conference Tuesday. 

The plane crashed into a hangar at the airport shortly after 9 a.m. Sunday. Ten people — including two crew members — were killed. 

The investigation into the cause of the crash could take up to 18 months to complete, according to the NTSB. 

The plane's cockpit voice recorder will be fully analyzed and transcribed. The transcription won't be released until closer to the time the NTSB releases full investigative details, officials said. 

NTSB Vice Chairman Bruce Landsberg told reporters on Tuesday that investigators have also gathered video recordings from four angles, including two at the end of runway, to help them better precisely know the doomed flight's path.

Landsberg added a dash camera in a parked Addison Fire Department truck just east of the runway also captured the plane crashing into the hangar.

NTSB Chief Investigator Jennifer Rodi says both engines and propeller assemblies have been recovered as well.

"It's like peeling back an onion," Rodi said.  "We'll take it apart and find out if the damage (to the left engine) was caused by impact, or something before the crash."

Crash scene investigators said they expected to remain in Addison until at least Thursday before concluding their on-site work.

Story and video ➤

ADDISON, Texas (CBSDFW.COM) – All ten people killed in Sunday’s plane crash at the Addison Airport have been identified.

On Tuesday, officials confirmed the pilot was Howard Cassady, 71.

Two other people on the plane who died were John Titus, 61 and his wife, Mary Titus, 60.

A family of four were among the other victims.  Brian and Ornella Ellard and her children, Alice Maritato, 15 and Dylan, 13.

The National Transportation Safety Board shared new information Tuesday, including how quickly into the flight the pilots realized there was a problem.

“The tower cleared the flight to take off from runway 15 about 1 minute before the end of the recording. Crew comment consistent with confusion occurred about 12 seconds before the end of the recording. Crew comment regarding a problem with the left engine occurred about 8 seconds before the end of the recording.”

Investigators have not yet released those recordings to the public.

They said they continue to look at the plane’s maintenance records, the pilots’ training history and whatever evidence they can salvage from the hanger the plane crashed into.

They also have several videos showing the crash.

Investigators said they hope to release a preliminary accident report within a matter of weeks.

Story and video ➤


  1. I have not flown a 350.

    I have flown the 300 and even with the Rudder Boost, it can be a hand full and leg full until the few seconds pass for the autofeather do its thing ... And this assumes the correct air speeds and pitch attitudes are used. Still, a great aircraft that I really like.

    I'm 65 now and not as sharp as I used to be ... YMMV. I wonder how I will be doing when I'm 70+.

    RIP all on board.

  2. In an emergency situation, I would much rather be a passenger in an airplane being flown by a 75 year old pilot than one being flown by a young jock who is still wearing his training pants.

    In most instances, airline accidents are attributable to both technical failure and pilot failure, all of which pilots are relatively inexperienced.

    1. I have had the luxury of flying with both young and old. Let me be clear a 75 year old is generally a very knowledgeable and experienced pilot, however, the reaction times and ability to recognize an emergency are not on par with someone at the peak of their career (30s to 50s). There's a reason airlines retire pilots at 65, and it's not just because of the sizeable paychecks. If I were chartering I would be looking for a younger face in the cockpit before seeing someone who has already been 'retired' for a decade. If they meet the various industry requirements (ARGUS, etc), you can feel confident they have a good working knowledge of their aircraft.

  3. Matthew John "MJ" Palmer, age 28
    Irrigation repair man at The Sprinklz Guys for 12 years to present;
    Ranch hand at rodeos;
    Flight Instructor;
    Associate of Arts.

    Not a career pilot?

  4. Matthew had worked full time flying King Air's for a 135 operator from Feb 2017 for approximately one year. (single pilot) He had also done contract corporate flying during that time period.
    The puzzle is why he had not renewed his medical. First Class April 2018, reverted to third class end of April 2019. Since the 350 was not a commercial operation opinions vary on whether he was legal.

  5. One of the pictures does show a feathered propeller.

    Not that it matters now with the outcome, but hopefully the rudder boost worked as well.

    Even with the autofeather and rudder boost working the PF will need to take the correct actions aggressively to maintain control.

    In the sim you always know it's coming ( or if training in the actual plane like I did mine).

    On a 'routine' flight you don't know it's coming. There will be the fog of battle. You only get one chance.

  6. Excellent post above regarding "fog of battle" and "you only get one chance."

    It's very unfortunate that they lost the critical engine. Any twin pilot knows losing the left engine is a much greater, more intense crisis than losing the right engine. This is especially true on takeoff.

    Where they had lost the right engine instead of the left, then the onset of a roll to the right would've been slower, more gradual, and more manageable. They probably would've saved it. And we'd have never heard of any of this. Whole different ballgame losing the critical engine on takeoff.

  7. a 28 year old is unlikely to have had a medical issue, so on the one hand you could say the lapse of his medical clearance is unlikely to have mattered. but it does speak to a certain laxity of habits. whether this was a technically commercial flight or not, he had 11 souls on board. All T's must be crossed, all I's dotted. Even then it's no guarantee losing an engine on takeoff is going to survived, but it does show you did everything you could to be ready.

    RIP to all involved

  8. The National Transportation Safety Board must find out everything about everybody on N534FF fatal flight.

  9. In a flight that lasted around a minute the fate of all on board laid in the hands of the PIC.
    The SIC may have had time to help identify the dead engine as the source of the problem but beyond that the one manipulating the controls was the only one with time to save the aircraft The fact that there was a liscenced pilot in the right seat more than likely had little affect on the outcome of this flight. The only reason this would not be the case is if a check list item was missed due to crew coordination that ends up being the cause the failure.

  10. The cockpit voice recorder indicated that the crew knew which engine was compromised. I wonder if the recorder picked up the audio details of a full run-up. Was autofeather tested on the ground before takeoff? Did it engage during takeoff? Why was the plane allowed to get too slow? Twelve seconds to live...

  11. Tough to judge without being in the cockpit. The 300/350 series is capable of single-engine flight with proper loading and technique. We honor the pilots when crashes like this happen, but let us not forget the 8 individuals in the back who put their TRUST in these two pilots to operate safely no matter what the conditions.

  12. The quote regarding a second pilot being required for commercial aviation is incorrect. The aircraft is certified for one pilot operations. Even a "commercial" charter operation can operate them single pilot and be completely safe and legal. Some charter operators write into the General Operations Manual the requirement for a second pilot. This might make your business insurance rates slightly less and give our young co-pilots time they can log.

  13. "run up", only required first flight of day. Some operators choose to do the run up prior to loading passengers, no way to know if this was the case here. The King Air autofeather system is one of the most reliable systems ever installed on any airplane. Autofeather and rudder bias are no go items on the 350.
    350 is certified under the commuter section of part 23. Among other things takeoff performance must be done for each takeoff. The takeoff performance requirements are essentially the same as for part 121 air carrier; accelerate to V1 and abort, or accelerate to V1, fail the critical engine and continue the takeoff. Note that this means the aircraft must meet climb requirements with gear down and critical engine failed.
    One big issue is that the airplane should not have been that high in an engine failure situation.
    Regarding the posts about the copilot not being able to do anything-I know of two incidents in transport category aircraft where the copilot saved the day. In both incidents the copilot probably did not wait to be asked. The copilot should always be prepared to take control if the pilot is incapacitated at any time.
    Regarding the post about critical engine, that is total nonsense. All training, check rides, type rating rides, etc are done based on failure of the critical engine. In the case of 350 simulator training this would include many repeat failures of the left engine at V1.

  14. Had they lost the right engine they would've had a little more time to recognize their error ... that they hadn't reached VMC. Not every pilot flies as perfectly as you.

  15. King Air 350 takeoff if standard procedures are followed is essentially the same as transport category aircraft.
    King Air 350 Vmc is 94 knots. V1, or decision speed at near gross weight is 107, rotation 110, V2, which is initial single engine climb speed is 117.
    If the aircraft was properly flown it was 16 knots above Vmc at start of rotation. Two possible scenarios for the loss of speed after rotation are too steep climb attitude and/or less than maximum power on good engine.
    Statement that they hadn't reached Vmc is incredibly ignorant.

  16. Based on what has been said by the NTSB and witnesses the airplane should not have taken off. Sounds like he knew he had an engine problem before V1 and should have aborted the takeoff right then. I’m thinking the auto-feather was not activated has part of the pre takeoff flow and was a major contributor to this crash. Without that system being on and the prop not feathering to dump the drag it would cause the exact sequence of events that took place. The veering to the left followed by the excessive bank angle to the left leading to the crash. Another indication that procedures were not followed is that the aircraft impacted with the gear still down. Part of the memory items and one of the very first things you are trained to do in a v1 cut is to clean the airplane up, get rid of the drag....meaning raise the landing gear, fly the airplane and then verify prop feather on the dead engine and proceed through the checklist. The 350 is quite capable of flying on one engine and landing with only one turning provided all the steps are followed correctly. Each one of those engines puts out 1050 shaft horsepower, it is a heck of an airplane with a tremendous safety history.

  17. No flight is ever "routine" and you always have to expect an engine out in every twin takeoff and brief the strategy and the go/ no go point.

    There is no "fog of battle" if you expect it 100% and always prepare for it same as in a simulator when you know it's coming.

    I guess there's pilots like me who had 3 engine problems and 5 various emergencies in my career as a commercial pilot so far and those who are startled like deers in the headlights when it happens, no matter their hours and experience on paper.

    The fact is 8 passengers entrusted "professionals" to do their jobs and they did it poorly no matter how one looks at it.

  18. This accident is eerily similar to a Beech 1900 crash into a hangar in Charlotte some years ago.

    1. The only similarity is the collision with a hangar. The causes are completely different.

    2. The cause of that accident was due to improper flight control rigging.

  19. " I guess there's pilots like me who had 3 engine problems and 5 various emergencies in my career as a commercial pilot so far and those who are startled like deers in the headlights when it happens, no matter their hours and experience on paper. "

    Good For You.

  20. " I guess there's pilots like me who had 3 engine problems and 5 various emergencies in my career as a commercial pilot so far and those who are startled like deers in the headlights when it happens, no matter their hours and experience on paper. "

    Believe this guy admires himself, is what it sounds like.

  21. The fact that they never got the gear up speaks volumes. Had they been a properly functioning Crew the gear should have been retracted as soon as the AC broke ground. Positive rate, gear up is the first call /action item made after an engine failure at V1. That should have been done in the first 2-3 seconds provided directional control was established and the crew was in full control. Any professional pilot knows that all single engine performance data is predicated on having the gear up so leaving the gear down shows a complete lack of authority over what was happening.

    What it tells me is that they never established directional control from the beginning and then fatally allowed the ac to get airborne without yaw control. Even if they were past VR the ac should never have been allowed to break ground without having established directional control. Once airborne they were along for the ride until the ac got slow and VMC rolled out of control.

    Also remember if the ac gets away from you and starts to yaw/roll into the dead engine you can always pull the power back on the good motor to maintain control. Better to remain wings level and crash straight ahead vs inducincing an inverted VMC roll like they did.

  22. "In an emergency situation, I would much rather be a passenger in an airplane being flown by a 75 year old pilot than one being flown by a young jock who is still wearing his training pants.

    In most instances, airline accidents are attributable to both technical failure and pilot failure, all of which pilots are relatively inexperienced"

    where do you come up with that???

  23. "Also remember if the ac gets away from you and starts to yaw/roll into the dead engine you can always pull the power back on the good motor to maintain control. Better to remain wings level and crash straight ahead vs inducincing an inverted VMC roll like they did"

    I completely agree with the above comment. If the dead engine is overcoming you, you can always reduce power on the operative engine, pitch down and do a CONTROLLED crash-landing straight ahead. Definitely better than spun out of control and nose dive into the ground like a rock...

  24. It does not appear that the crew was able to get the gear up, and, if operable, the rudder boost was not much help. The aircraft was yawing hard to the left as it started to roll over on it's back.
    Video here:

    Very sad.

  25. Geez I’ve flown a lot of King Airs and this scenario gives me the creeps. I’ve done V1 cuts in the 1900 at FSI many times and my worst one (and there were a lot of really bad ones) never turned out like this. It helps that I’ve always flown either single pilot or as a crew, the authority and responsibility for each member of the cockpit crew was clearly defined. As a crew we always trained together. It makes me wonder if these were two single pilot guys trying to be a crew, I tried that one time with a friend of mine and we were dangerous. How in the world could this get so out of hand on a clear CAVU day... I think of all the low viz takeoffs that I’ve done climbing into a low overcast and I wonder if I ever really have a chance if an engine fails.

  26. This is just sad to see a lack of SA on an engine failure/problem at close to VMC. I am a former airline /C-130 pilot and all it takes is a lack of crew coordination at a critical phase of flight to get those catastrophic results. This is close to the Puerto Rican National Guard C-130 that crashed in SC last May. Engine failure on takeoff and the instructor pilot in the left seat did everything wrong (turn into the dead engine plus wrong rudder input) and the rest of the crew watched him kill them.

  27. Multiengine training should focus on shutting down both engines if any doubt is present or if too close to VMC (say 10 kt above).

    That plane would have done just fine flying straight down the long runway and maybe overshooting it for some broken bones or non life threatening wounds vs. the guaranteed DEATH that always is on the menu of a flip due to failure of staying above VMC.

    I expect the CVR will reveal lack of professionalism, lack of good CRM and lack of proficiency, just like for the crash that killed Katz or that Teterboro crash following a botched instrument approach.

  28. Anonymous
    I have 35 yrs. as a corporate pilot in heavy piston twins kingairs and jets I never took an airplane into the air without a firm plan on what we were going to do as a crew if an engine failed or any other malfunction.I spent my last ten years instructing for one of the leading training company. I was an instructor and an FAA designated examiner, and administered approximately 200 135 and ATP checkrides. The reason I bring this up is to make a point.I have had older pilots with thousands of hours that I would not have put my family on an airplane with them. I have also had young men and women with what some would consider low time that I would put my family with them and never give it a second thought. There is a difference between a pilot and a student of aviation, a good student never stops trying to better their self.

  29. Crash video and commentary:

  30. Thanks for the video link.
    From the video: "...[T]he flight lasted a mere 30 seconds and is a very violent demonstration of Vmca..."

  31. To me, if you look at the slow motion version of this video just as the plane rolls inverted it appears to me as though the RIGHT prop is feathered (or moving to the feathered position) but still turning as though the engine was still running. OR possibly they were just pulling the power back on the good engine in an attempt to regain control. At any rate... to me the prop looks like it's slowing.

    You can only see it for a second just before it goes into the hangar.

  32. Textbook Vmc roll. Not sure where the dude above gets his "improper rigging" issue. It is obvious one of the engine failed and at the worst possible time in that grey area between abort takeoff and V1.

    Easy to get confused which engine is failing... after that the rest is history like they say.

    1. Do you mean between V1 and V2 ?

    2. If he shut down the wrong engine it would have been actually good as no vmc roll could have happened. The problem here is airspeed below vmc on a single engine as Mac power for takeoff. A quick and frightening roll over with no room for any forgiveness. This is what makes twins so deadly exactly in this circumstance.

  33. Best analysis so far:

    "Current VMC demonstration training in light twins is thought by many multiengine CFIs to be counter-productive. At altitude, thrust is gradually reduced on one engine so pilots can experience reduced rudder effectiveness as the aircraft slows. The problem is, it’s a docile simulation of what is in reality a rapid and violent situation. Pilots can leave the training with the mistaken notion that degraded yaw control happens gradually and controllably with plenty of time to make corrective inputs. Those who’ve experienced the full VMC demonstration airborne at higher altitudes report being shocked and frightened by the airplane’s quick, uncontrollable reaction when the airspeed dropped below VMC."

    1. Sadly we now have a few videos that show what it really looks like ....

  34. I fly the B2oo HALO 275 modification that allows for a gross take-off weight of 14,000 lbs...I would not like to lose an engine on take-off at this weight! :-/