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All I can think of is how terrified his two young adult children must have been with the fuselage plummeting to earth knowing that their young lives were about to end. It sounds like the doctor's qualifications to fly that newer "turbo" Bonanza were questionable at best and whoever checked him off on the plane did him a huge disservice in the end.
A close friend of mine was piloting a Beech in 2004 and died along with two others when they in fact flew into a thunderstorm at night. He did not have weather radar but was IFR rated. He believed that he had cleared the storm path because an FAA controller had earlier vectored him further south to his original flight plan for just that reason. He was in contact with another controller just minutes before he went down and that controller made no mention of a storm directly ahead. Probably would not have happened today.
The Pilots are getting the jitters flying the Boings. Not a good thing. Other than a bird it may be something with the nose gear perhaps a door or even a stowaway or contraband being stashed these days you never know and nothing would surprise me.
I’m tired of all the assholes calling Bonanza’s” Doctor Killers…my dad was a Doctor and flew Beechcraft Bonanzas for 22 yrs…he had 2 of them..I’m still here because he was a very proficient pilot and never made bad decisions when flying…you can break any airplane if you get behind the airplane….IMC is no joke..and should be treated with the utmost respect….he was IFR rated and if the weather wasn’t good..,we didn’t go…and if it got questionable enroute…we landed …live to fly another day…I would hand fly those Bonanzas all the time as a kid…and I knew that they were fast…people make bad decisions all the time while flying…and in the end..it bites them in the ass…just thought I’d put my two cents in….happy flying and clear skies…😀😀.
My father is a physician as well. Kudos to your father for his 22 yrs of experience, safety and sound decision making. However, the Bonanza (especially the V-tail) carries the “doctor killer” descriptor for good reason. I am 17,000 hr pilot with experience in GA, flight instructing, managed a Corp Flt dept for 16 yrs, and am now back at a major airline close to retirement. During a decade-plus airline furlough, I had several jobs to support my family - one of which was mentoring relatively inexperienced owner pilots on King Airs and Citations. Like your Dad, some of them approached aviation and its risks with the humility, seriousness and respect it deserves. Many, however, did not. When *some* (not all) successful doctors, lawyers, businessmen gravitate to aviation as a hobby, their airplane buying power for high-performance equipment often far exceeds their flying ability and experience. Aviation is a vengeful mistress, unforgiving of ego and hubris. I’m glad your Dad approached it the right way. Many don’t.
Unbelievable that they didn't immediately shut down the engines especially the left one. They had to be told to do it by the tower. Complete lack of basic airmanship and common Sense here. And that's what got them into this position in the first place.
Look at the pilot's background that's available. First he got his PPL in 2016, second he graduated med school in 1987, that makes him about 70-72 years old. We don't know his total hours but I would say less than a 1,000. He was flying at IFR altitudes so I would assume he had and inst. rating. third, He owned the subject airplane for 2 years. It appeared to have radar (pod on wing). It had a Garmin 750 and an Aspen. I looked at for sale photos from 2022. Fourth, It also appears he used his auto pilot all the time even on short flights, i.e., less time hand flying. Fifth, old Photos also showed an IAS at 5,000' of 144 kts at about 23-24" and 2,300 rpm. And when fighting headwinds, you normally fly as fast as you can to limit the time in the headwind as he was fighting headwinds of at least 20 knots the whole trip. Sixth, His ground speed was about 130-135 kts for almost the whole cruise part of flight. Seventh, No probable fuel issues as his capacity was 120 gal. Eighth, And one report had convective activity in the area. Ninth, This 1966 V35TC Va is 134kts at gross weight (3,400 without the Osbornes). So he was in probably turb at 10 kts or more over Va and it's a 56 year old airplane with about 6,000 hrs. Most io-520 V-tails can indicate about 150 kts at his altitude at 65-75% (my V-tail indicates 148 kts at 11,500' at 59%). Was his radar inop? Did he get a good wx brief? gottgetthereitis? Did he not know his V speeds? What a shame!!! Reminds of the story of the lawyer standing in the chow line in heaven when he sees a Dr. dressed in schrubs cut the line and he asks an old timer in the heaven chow line, "Hey, I'm new here, but I thought there were no cuts in the chow line and that Dr. just cut the line?" The old timers says, "that's not a Dr., it's God, but God thinks he is a doctor."
Does not maintain altitude, does not maintain heading, limited comms, appears to enter graveyard spiral, cloudy weather in the area that day. on the surface it looks to be spatial disorientation. RIP pilot and family.
Wow, from viewers this was another doctor and another family annihilator. right off the bat you find reasons to doubt him and his operations. Although we don’t hear him much of the time, I’m sure you can imagine. He’s IFR, he doesn’t speak up when deviating thinking it’s no big deal, then when he climbs the controller just offers him the next higher alt. Then when he’s above it, he minimizes his predicament by repeating only “descending” to 9k. He’s playing lawyer games right to the end by not fessing up to his situation. Then he dies. What a putts.
@@lw216316 He apparently lost control and allowed the plane to exceed its designed speed/g limits. We won't know for sure until after the NTSB investigation.
I have owned a V-tail Bonanza for 13 years. Wonderful airplane. The truth is that Doctors are Bonanza killers. In this case he killed himself, his plane, and two other people.
Unknown. But sometimes people are just overconfident amateur pilots that overestimate the powers of an instrument rating and upgrade planes without sufficient preparation and the requisite experience. Slow down, think about it. It can happen to you. Nobody’s invincible.
Towering Cumulus Clouds observed SW of Nashville/BNA, along the route of flight at the time of the accident (1800z / 1 PM Local Time). KBNA 151753Z 28007KT 10SM SCT036TCU BKN048 23/16 A2978 RMK AO2 RAB02E18 SLP078 TCU SW-N P0000 60003 T02280161 10233 20178 53005 aviationweather.gov/tools/archive/
Reminds me of the very same scenario of the low flight time lady in the Beach aircraft with the RU-vid channel, with very similar flight paths, my first question in this case would be, were any severe thunderstorms in this flight path, as one of them can rip a plane to shreds.
@@wjatube The similarities i am seeing were the high decent rates from both of these events, as i am not sure about any other similarities between the two.
@@romantic340 probably the biggest similarity are the people that can afford this plane generally get in way over their head. In the case of TNGIRL she was inadequately trained.
I have 20,000 plus thousand hours in commercial jets but even I know my limitations. No way would I blast off in an airplane in less then ideal conditions unless I am proficient.
You have 20,000 + hours and still flying for a reason....it is because you are smart know and respect your limitations!!! Some pilots think they are invincible!
@@D....A...e-fg8qh and that’s why he doesn’t rent and/or fly GA planes, most likely. But those people are CONFIDENT that they ARE proficient. That’s the killer.
The problem is they don’t think in terms of “ideal” or not, they think in macho overconfident terms of whether they can handle anything thrown at them or not. If they chalk up checklists, W&B, flight planning, flight plans, DA and performance calculations, weather briefings, and flight following to mere administrivia and BS only needed for the FAA test, then they fail the real life test and pay the ultimate price. They only suspect, realize, or accept their shortcomings and willing ignorance in the final 30 seconds. I can’t think of a single incident report where a female private pilot chose or insisted on flying into inclement weather. I routinely hear women passengers in planes asking the right risk management questions, and their men ignoring them as usual. This is a toxic masculinity, macho and testosterone poisoning problem, pure and simple, and resistance to authority by someone who claims dominion over all he purveys. Here, hold my beer, I’ll show you it’s not impossible. And it’s impossible to combat that, I would say.
@@smark1180 Thought I replied but don't see it so I'll try again. Simple explanation is that the flight envelope is the combination of speed and g-forces that an aircraft structure is designed to sustain. G-forces increase as the wing is forced to carry more of the aircraft’s weight. This increases in exponential form with the angle of bank, and in climbs/dives. If G’s applied to the wings are too great, they’ll break off under the weight. If speed is too high, even in a 1-G condition, you’ll also see structural failures - typically at the airfoil (lifting) surfaces - the wings and horizontal/vertical stabilizer. As Gs increase, allowable airspeed decreases. Being “outside the envelope” can happen quickly in the V35 because its margins are so small (“tight envelope”). I would never fly the one my club had in anything except visual conditions because it didn’t have a reliable auto-pilot. Get disoriented in the clouds and you could quickly put the airplane in an attitude/condition outside the envelope and it would buckle on you. No speculation about this accident, but given the history of this airframe, that’s a high probability scenario.
What boggles the mind is that these guys - and there've been so many of them - must've read countless accident reports describing exactly this scenario, yet they go and do the same thing. All pilots should get their instrument rating, but I often wonder if having the rating gives them a false sense of competence, leading to accidents like this.
No they didn’t. Some people are invincible and know everything, no need to read or study or learn. Not to say that’s the case here, just not enough data.
You’re right, too many think it’s a red cape for their blue suit and big S on their tight shirt. It gives you the smarts to know HOW to fly, takeoff, and land without ground reference until personal or actual minimums (over time), WHAT to AVOID and WHEN to say NO or DIVERT. And WHY. Instead, some of them think it means they can now fly in ice, as long as they have cabin heat and pitot heat. Not necessarily this case, though, not enough details yet.
I am not judging this particular incident but based on the plastic surgeons (surgeons) in general most all have super inflated macho superior type egos...just saying!
I'm pretty sure this pilot had an instrument rating. It looks like he was on an IFR flight plan. Something weird happened that caused them to deviate from course then climb rapidly from 7000ft to 9500 ft and then lose control of the aircraft and overspeed the airframe. Could be anything from icing, trim runaway, autopilot failure, entered a storm cell, etc. This ATC audio unfortunately doesn't really clear up anything.
According to a FAA report I read, the explanation is that this class of aircraft is very appealing (speed, range, payload) to a certain level of income earners like surgeons who never want to delay a journey and suffer from "get there-itis". They may have IFR ratings but often don't and when confronted by IMC they press on instead of turning back as they don't like to admit failure. Then they get into situations they can't handle.
