Accident Review Redding A36 Bonanza Takeoff 

Hi Scott. I was a close friend of the pilot of this accident. I actually sold him my Cessna 150 to him about 12 years ago and his hangar was next to mine. He had been showing me the various planes that he was looking at and the A36 was one of them. He showed me all the equipment that came with it and he was very excited about this plane. I told him that it was a lot of plane. He told me after he bought it that he was going to attend a special 15 hour or so intensive training on the A36 which he did before the cross country flight home with an instructor. He really wanted a Diamondstar DA40 like mine for a very long time but when he started looking at planes this one caught his eye. It was his ultimate dream plane. As it turns out he would have been better off moving up to something like the Diamond. Your comments are really good and I hope that this accident teaches all pilots, new or old, that we have to really think about what we're doing in ANY plane.

From an 8,000 hour, accident-free bush pilot: An astute presentation that imparts life saving advice.

"On a good bad scale, I don't think that's good" that had me laughing

I fly a normally aspirated A36, have for years, and would never consider 4 passengers on a 2400 ft runway, under any conditions.

Hi Scott! I learned to fly at O85 and received my license in June of 2019. I very much enjoy your videos and find them informative, intuitive, and thought evoking. On my second or third flight lesson I was eyewitness to a fatal C-150 crash while I was performing my preflight. The C-150 was accelerating on runway 33 for takeoff when his engine sound caught my attention. The aircrafts engine was definitely in distress, and as an A&P mechanic, you know the sound of an engine not performing correctly at takeoff power. What baffles me to this day is that the takeoff roll continued. You know how the apron is where the flight school operates out of at Benton. My line of sight to the accident aircraft let me see the aircraft at about the 700 foot mark on the runway, yet the aircraft continued with the sound of the engine getting progressively worse. The C-150 rotated and struggled to climb at about the 1300-1700 ft position on the runway, broke ground, the engine continued to deteriorate, and at the threshold of RWY 15 the C-150 began to mush and the climb ceased. The pilot further pitched the aircraft up, the left wing started to drop, and I could see full left wing up aileron being used. The airplane seemed to pirouette off of its left wingtip, the nose abruptly went almost straight down through the vertical, the airplane disappeared from sight as it disappeared over Placer Street, and two or three seconds later I heard the bone jarring crunch of the airplane hitting the ground. My first thought was “Why didn’t you abort, why didn’t you stop?” I think it was probably one of the saddest crashes I have ever witnessed. I will never, ever forget that lesson! Needless to say, I cancelled my lesson that day, had to think a bit about that one!

It's obvious sir. Your concern for safety while flying, comes from the heart. 👍♥️

To all pilots who want to enjoy their flying to a ripe old age, listen to pilots like this guy who know what they are talking about...A fan from the UK

Scott, I've been a very "blessed" pilot, in the fact that my decisions were not always grounded, yet here I am. You have opened my eyes. Can't ever thank you enough, sir.

Really appreciate what you're doing here. Hoping to be a new private pilot in this next month. This is really well presented and has definitely helped see more clearly the importance of performance and bail out planning and sadly the high cost of failing to do so. Always have a bail out. Thank you Scott!

For PP SEL like myself who has spent my 30 years of flying from an airport with 7200 and 6100ft runways, watching a video like this is even MORE informative because a pilot like me could take a situation like that for granted. Well done.

These videos are important ,they may not be nice to do ,but they are important they can save lives and stop mistakes being make ,keep them coming ,I'm all for saving someone's live.

I remember my uncle's wife's brother flying over my uncle's house outside Prague Oklahoma circa 1975 in an A-36. Awe inspiring. My uncle had a Debonair and would take me up and teach me basics like how not to get lost or disoriented. Important stuff. We can never stop learning ever. Really appreciate these great learning videos Scott.

Hi Scott, I bought a 35 Bonanza back in 1965. I had been in a Bonanza a few times and had no retract time, nor any flying time in a Bonanza. I flew it for 20 years, with no accidents. I found it to be a very easy aircraft to fly. Other friends had no reason not to let me fly their Bonanzas. Mu first tail dragger was a Boeing Stearman, which I also flew for 20 years. I learned all I could from friends that had Bonanzas. I'm sure they can get you in trouble, if you let the aircraft fly you!

Another brilliant insight. These videos are so important for all pilots and anyone interested in flying. Keep 'em coming.

I bought (poorly maintained) Cherokee 140 in 1989 in the final 1/2 of pre private instruction. He taught me don't force it off the runway. It will only fly when it's ready. I love my stubborn little 140. So recently a year ago, I tried to force it off. It settled back on the wheels. This extended the takeoff toll. Technique is hold a little back pressure and she will float into ground effect zone when good and ready. I usually don't use flaps on takeoff. An article called it the stubborn little Cherokee 140. Keep in mind the airplane knows how to fly and she lets you go along for the ride; no sexual imeundo intended.

My first chief flying instructor at my first job said, remember you don't have to go flying, it's not the Battle of Britain.

I'll have to watch again , as a A/P mech. single engine fixed wing and a commercial rotary wing ,, this guy , looking at his hands he likes to work on his aircraft almost as much as flying them !!

Thank you for bringing this up! I get tremendous value from these. We have to learn from these accidents

Scott, I LOVE Flywire. RE: 1989 A36 runway over run Great analysis. In the 1990's I was 1/2 owner of a 1978 A36 Bonanza. I never really liked this airplane. I have 750 hours in a C-172 RG I bought new in 1980, and I guess I'm partial to the old Cessna Say, in this video, your elevator trim tab is still in landing configuration. Please just be sure to set it back to Take Off position. For what it's worth, I always trim for take off before I hanger my plane. Yup, I've taken of with my elevator trim set like this and got a real surprise!

“I think I can make it” kills so many pilots/friends/family. I have 65-hp ‘46 Champ and there is no room for “I think I can make it” whether in takeoff performance or weather. On calm hot days, even at my sea level 3900-foot concrete strip, I pick up my passenger at a nearby 6000-foot strip. Climb is sometimes as poor as 150 feet/minute-and I’ve learned that it’s not just a matter of safe takeoffs. When you come home, if you bounce a 65-hp Champ on landing at the 1/3rd point and go-around, you suddenly have just half a runway and the trees coming fast as you slog upward at 150/minute. I don’t bounce many but I want a LOT of clear space to drag my winged friend upward when very occasionally I do bounce her...

After watching a bunch of your videos, thank you! I’m sure what I’m(we) am learning from you will save my life or someone else’s one day. Im very thankful for it. Perhaps something else to consider is the procedure for short field take off is pretty standard in small planes. Full aft, full power and wait for it to fly, whereas in the bonanza that’s not the case. It’s plausible that ignorance and inexperience on both the PIC and CFI is causel. Either is cause for all of us to seek more training and knowledge.

Most of what you say is absolutely true. But now the rest of the story. the plane was TN with a Tornado alley setup with GAMI injectors. The gross weight was estimated at 4100 by NTSB and FAA with density altitude of 2800 ft. Due to smoke the vis was 2 3/4 miles so the pilot who was VFR only recruited a CFI that was at the field and indeed had no Bonanza experience so they could file IFR. Keep in mins, this A36 had NO toe brakes on the right side. There are two videos and a witness that saw the rollout. the videos did indeed showed flaps up. The aircraft was clocked by a CHP officer at 60 knots at about halfway down the runway and the pilot did not power up before releasing brakes instead just rolled out on the runway. The videos show the pilot trying to force the aircraft off of the ground. Though it did try, it never really left the ground as it did not achieve the required flaps up 78 knots required but the pilot frantically operated the elevator and finally towards the end of the runway you could see the aircraft nose up in about a 30 deg angle then slam back down then go off the runway where then you saw a plume of smoke. 4 Major mistakes were made. 1) He should of flown to Redding muni to get his passengers. 2) He did not power up at the end of the runway then release his brakes as called out for short field take off in the AFM. 3) Per AFM he should of had 12 degrees of flaps, he did not. 4) Pilot should of done everything possible to abort that take off about halfway down the runway. I will agree that inexperience and overconfidence in the aircraft caused this crash.

I work in agricultural and commercial lending and there are so many parallels. The reason is both fields involve risk, albeit in aviation the range of outcome includes severe injury or death to the pilot and passengers. However, in risk management in lending there are very heavy consequences when there is “get there-itis” but instead it’s “we’re doing the deal-itis”. You have to leave yourself an out, a plan B, you have to accurately assess the real risk you are taking on (takes experience and directed effort), and have ways to mitigate

Thanks for covering this Scott!

Very good reminder of the steps for planning for visiting an airport, especially calculating the abort distance. That is not covered enough in training.

Thank you for your excellent presentation. It will save some lives. I started flying in 1965 and devoured the Plane and Pilot and Flying magazine’s accident analysis. One article about below VFR and the Tower saved me from a sure accident on my long X country.

Reminds me of a podcast by Jason Miller (TheFinerPoints) interviewing Brian Schiff on his refusal to take off with Steve Jobs and a lot of additional equipment on a short runway into terrain and hot weather. They drove to a better airport nearby, met the plane there, and had a safe flight. If it isn't safe, don't go, no matter who's asking! 👍😎

I think this video is one of the best “what can we learn from this accident?” videos I’ve watched.

13:17-agree, fly like there’s no one else to help you fly.

As a student pilot with the dream of one day owning a bonanza these videos are invaluable.

Scott, Love your video's. Two points for me that are great take-aways : 1) Always reference your POH and calculate all pertinent information specific to your flight. 2) It doesn't matter who you have in the right seat, you are the PIC and you should plan accordingly. If it's outside of your personal criteria, then get with an instructor and practice this prior to any pleasure flights with passengers. It really hits home for me because I fly with friends that are professional pilot's. Keep the video's coming.......

Thanks Scott, there is so much to learn from aircraft accidents and you pointed that out with this particular terrible mishap.

I've used minimal airports but only when a better option wasn't available. RDD is only a 10 minute drive from O85. Why didn't they meet there and use RDD runway 34, which is about 7,000 ft. long? That would have given almost a mile of extra margin.

Thanks, Scott! AQP is the standard! Excellent insights. And review! Great clips and content!

Scott, really nice breakdown of the performance. When a new to the T/M/S aircraft and part-time pilot flies close to the airplane limits it’s a good idea to have someone familiar with that aircraft do a reality check. Learning never stops I think videos like this is the new hangar flying

As soon as I heard 4 passengers and 2400 ft, a red flag immediately went up.

Really good and instructive review, Scott. Thanks for sharing and on the emphasis of planning/training.

Thanks for the video Scott, I do believe these are really important for all pilots to watch and discuss.

I think the thing that popped into my head, and I'm sure it's quite possibly the hardest thing for most human beings to be honest about in these kind of situations because of the "complications" that arise from the resulting decision, is your statement, " is this flight going to change the world?" That kind of honesty is so hard for us mortals to actually ask ourselves and deal with. Hence many of these accidents are the result. Great video and insight into needed info.👍

I grew up less than a mile from Benton Field. My grandfather actually crashed into that same hill at the North end of the runway while attempting to land towards the South. I don't know what year it was, but it had to be in the 50's or early 60's. Back around 1967, the neighbor boys and I had been pushing our bikes up a hill near our homes so we could ride down. The planes would circle this hill on final, and one of us noticed something being tossed from a Cessna. We watched it fall, and hit near a large oak tree, so we ran up 1/4 mile or so and found a paper grocery bag with a bottle opener, and a bunch of broken beer bottles. Someone had a party while flying.

Well said Scott. Thank you for sharing your knowledge.

Thank you sir. Although I'm not a pilot I'm sure those who do fly will really appreciate the information and knowledge you provided.

Scott, just purchased an S35 after transitioning from a Cherokee 180. I'm 17 hours in an it's a dream to fly. I appreciate your videos and knowledge and look forward to your new videos. Please keep up the good work! You're doing a great service to us newbies.

You remind me of my drivers ed instructor in high school in the late 60's. He was a retired california highway patrolman. I still hear and appreciate his calm, reasoned voice to this day. I was a normal, somewhat impatient, somewhat know it all kid; but every word out of his mouth was so logical in every dimension of the driving experience, from the reason for driving laws, car performance, road conditions, human nature of both driver...and other drivers...as well as employing a personal moral ethic/ responsibility to driving. His process was impeccable in ever facet. I didn't fully understand at the time how I had fit myself into his template. It is a template that has been adaptable to every aspect of my life. Just wanted you to know how important your work is to those able to understand your offering.

Keep them coming Scott. I agree that these are important. I also watch the ASI videos which are somber as well. Complacency can be lethal and we need to be reminded of it.

Scott Yes I enjoyed this video I know it’s a year old however I just watched it today and I’m sharing it with my pilot friends Excellent report Bravo Five stars ⭐️⭐️⭐️⭐️⭐️ Best wishes from Las Vegas Craig

Thankyou so much Scott for your wise words

Excellent! Just wonderful commentary and analysis.

Thank you for taking time to produce these videos. I am not a GA pilot but I do fly with a friend who is very conservative. Your videos add to my thoughts while driving a car to the tune of 50-60K miles a year as well as run fast boats. In the boats you have to take many of the same rules into account. Thanks again, you help me be safe.

It is important. Thank you, Scott!

You have a very important and appreciated job , it’s appreciated!

"Mitigating risk" is going to be part of my daily life in all areas. Good advice.

Information that should be weighed in gold... Thank you Scott for the excellent presentation.

I earned my pilot's license in Redding at the Municipal airport. Later when building homes my partner bought a new 1978 T-210 that we operated out of Benton Field. Flown in and out of Benton Field very heavy frequently carrying 2- 5-gallon cans of Navajo White paint, an airless sprayer, extension cords, and other tools. We would look at the temp and the takeoff graph ballparking weight of some items in the performance manual but never exceeded what was needed to get out of there. Redding can get to over 100 degrees like Texas but it is a lot dryer. At the time I weighed in at about 160, much less than today. The T-210 if you've ever flown one takes some muscle to haul it off the runway even with takeoff trim. It needs some love to fly itself off the tarmac and my eyes were glued to the airspeed. I felt comfortable at 75 knots and just above. The stick is just heavy after liftoff including 10 degrees flaps, the gear and flaps retracted when the climb was well established. Then we made a right turn headed easterly climbing just to the peak of Mount Lassen on the south side then descended into Susanville and work on homes. Very sad to hear these events at an airport I know and flew out of frequently. Appreciate the analysis, it reminds us of the importance of reading and applying takeoff data before each departure. I know we all have a tendency to disregard that when we fly alone which a lot of including myself have done. It would be better to make it a habit alone or with passengers to run a weight and balance anyway. You just might need it if you get ramped if the FAA still does that. Thanks for the information and advice.

Well done presentation Scott.Youre good at this

A really good friend of mine,his son was involved in the horrible accident and was one of the 2 that lived but sadly passed away in the hospital about a month later.

great video ty you definitely get a feel of security when a cfi is sitting next to you my prayers to all involved

Once again an excellent presentation. Thanks Scott. I was a CFI back in the '70s and I wish I had the knowledge back then I have now, I would have been far better.

I like what you said about figuring things will go wrong . Smart

Excellent breakdown of this accident. Your very thorough and well spoken. Thank you for your contribution to existing and future pilots

Your thoughts are priceless.

Great analysis of this accident with emphasis on what we can all learn from it. This electronic hangar flying is great instruction. Good work!

Very well done Scott! Unique presentation and detailed crash analysis. Thank you!

This is true lifesaving content! Keep up your good work...

Talking about accidents is the worst thing in the world for any pilot. But it's what we get out of these accident reviews could save my life and all of us Pilots...

Scott, you're good - you're so so good. Please keep posting.

great video - keep it coming to keep us safe!

Great analysis Gunny. Also enjoyed your recent ABS joint presentation located under training on the ABS website. Thank you.

Great review. Learned some new facts re this mishap from your video. So sad when so many of these are preventable.

You're absolutely right there's nothing better than getting first hand detailed information to try to put the accident perspective. No article is going to cover the spectrum like you do thank you again for serving our country, and for providing safety and wisdom to Future pilots to understand our history we're less likely to repeat it. God bless you keep up the good work

Was recently planning a flight to Redding in my Comanche 250. Planned the flight to Redding muni due to the length of the Benton runway

Great explanation, Scott. The "70-50" rule-of-thumb was taught to me decades ago. AFTER I have done the homework, and elect to take off, I still want to see 70% of takeoff airspeed (or V2 in the larger stuff) by 50% of the field length. When conditions dictate 75-80% @ 50% of field length, then I get some coffee and re-think the program.

Please don't say "I don't mean to judge". You are judging and are correct to do so: you are not implying that the people involved are evil. Your observations are bang on.. we all make mistakes but can only learn when they are pointed out and presented with the correct course of action. We've all made mistakes flying and some of us (me included) are only able to comment by the grace of GOD.

"Is this flight going to save the world?" Many years ago at the Kelly/Lackland Aero Club a very experienced pilot said something very similar to me and I never forgot it. It recognizes a state of mind or an umbrella that covers all aspects of flight planning. Ask it before you make your plan, then after all the details of the plan are laid out, ask it again.

Great video Scott! Every time I see your beautiful F-33, I just drool all over my keyboard. What a sharp airplane.

Finishing my private training with an instructor other than than the one that brought me most of the way...there were strong xwinds rolling and tossing the 152 on approach ... because of the pine trees so close..anywho, just near the numbers on approach he lost it the left, the plane rolled left. and became almost completely inverted...I seized control of the aircraft, spun her level and landed safely...His response, "..nice catch!" Just another example how my basic instructor's lessons saved my life..

I’m a GA VFR 650 hr pilot and I train with CFIs and CFIIs at a min of 1.5 - 2 hrs flying time with an hr or so ground / week. Working on my Instrument rating. Thanks for posting these reviews..very helpful with my GA ADM .

My brothers platoon sgt still did an AAR after they lost people on a mission. Uncomfortable for sure but needs to be reviewed or nobody will learn. Thanks for covering it.

We need to learn from these accidents so when the others are in the situation they know the possible outcomes. I learned from this and thank you.

Scott, Good reminder to plan as if the take-off will go wrong...its not often enough that we do just that. Thanks for the reminder.

Really enjoying your channel - pls keep them coming

Your so right about what you are sareing with us. You can never learn enough about accidents. Thanks 👍

While at Le Tourneau University, Longview, TX, I decided that the school's Archers/Arrows weren't enough for me. I got checked out in a Beechcraft B-33 Debonair at an FBO at GGG. Having only a few hours in an Arrow at that point, I was signed off in the Debonair after 3 hours. I flew the Debonair about 10 hours during my stay in Longview, but I was never totally comfortable with the plane's higher performance. It was a joy to fly...fast, clean, stable, big, beautiful. But FAST! My friends I took flying were impressed with the plane AND with me! But I wasn't proficient. I often felt behind because of it's speed. I never had any issues, but in hindsight I should have had more instruction in the B-33. If I would've taken it into challenging terrain, airspace, or airports, or had problems, I could've easily ended up like the incident in this great video! Always get enough training & a thorough checkout from an experienced CFI in type!

I was told, many, many years ago by an eperienced pilot who flew them that V tail Bonanzas were called Fork Tailed Doctor Killers because although they were great airplanes, amatuer pilots with money just had to have them. A dream airplane. As for density altitude, most pilots that routinely take off "high" understand it. There was a Fokker Triplane replica which initially was flying along in high elevation just literally fell out of the sky when it found itself in the wrong denisity altitude situation. There is an interesting on board video on youtube of a high altitude take off that crashed when it ran out of runway.

Scott, thanks for your analysis. I know how it feels discussing mishaps, especially when the final report isn’t out yet. I think you did a good job separating conjecture from fact but still adding your experienced take. I especially like the “leave yourself an out” discussion. I use this when teaching young Eagle Drivers who have their fangs through the floor as the support fighter in ACM. You know what I mean. Cheers

I agree with you Scott, reviewing this mishaps in a constructive way is very important, we as pilots must learn lessons where we can find them, in this cases accidents gives us the opportunity to draw those lessons to wide our minds in order to not repeat fatal mistakes or situations, thanks por posting this videos

pretty sobering story and very sad for all involved. thank you Scott

Good video Scott, you are correct. We as pilots need to review the facts and distill good and valuable information that can keep us safe when we fly.

Thank you for your analysis, very well addressed.

I’m planning on getting my ppl in June 2021 and I totally agree with your take on the accident in review. Thanks for taking the time to bring awareness to current and future pilots!! Keep doing these videos.

Thanks for this video. Powered aviation is more than 100 years old. IMO we members of the aviation community should be way, way ahead of where we are when it comes to consistently safe operations. I think the flight instruction industry has to, somehow, be overhauled so that the lack of adequate training and experience that obviously led to this loss-of-life accident CANNOT continue. The FAA has clearly shown that it and its pages upon pages of regulations are not the answer. The GA manufacturers make some nice noises, but they clearly don't care. The pilot community cares, to some extent, but is not properly focused by the generally inexperienced instructor corps to understand the serious, life-threatening issues in flying. The culture is not equipped to turn student pilots into aviators who display adequate headwork to stay out of trouble throughout the entire flight environment.

Nice analysis Gunny. Well done!

Go through all the maneuvers locally and explore the performance corners of the airplane... Amen Scott.

My experience: Never, ever go from a C150 to a C210 or any retract high performance without the required training per the FAR's. 10 hrs for complex and 10 for high perf and thats at a minimum. I knew a kid (22 yrs old), super smart and fun, that did this. He went from training in a Piper Archer 118 kts cruise fixed gear trainer in his ppl, after 200 hrs renting same category and class he decided it was time for some speed. So he went and got a 1966 Mooney M20 and took 5 hours of training in it for Ins and FAR's. The CFI was a experienced Mooney pilot and said the kid should really put about 5-7 more hours in,but the kid figured since he was cocky and young that he knew better than a 45 yr old pilot/CFI with 22 yrs as a CFI and a known Mooney CFI with 2000 hrs in Mooneys, plus PT airline Capt.. so the kid never returned and went to fly himself home in his new (used 180 kt) retract Mooney. Well the first part of his trip was from Riverside CA to FLG, then last leg to KDVT. Kid was supposed to start his IFR trsinubg in 2 weeks. He had an urge to get home, we call that dangerous process Get-There-Itis. He just had to get there... No real reason. So he took off in light IMC out of FLG 7130' elevation but in winter with a DA of -2000 ft and temps 10C and light rain and mist ceilings at 9500, but as he checked the wx (weather), ceikibgs dropped to 4700 ft S of the arpt 28 miles where elevation was 4900 to 5800 ft, so he decided to use the ipad and foreflight and scud run down the I-17 freeway below the cloud deck. Well that wx to the south was solid IMC moderate rain and icing at 6000. With no IFR and a need to get home just to show off his new plane, he kept going and took the risk that kills 99% of pilots that gamble with mother nature and lack appropriate skills. This poor decision took his life. It was a classic CFIT accident. Plowing into a mtn hidden in clouds 500 ft below the mtn top at 200 kts+. People on the freeway below had actually called in to Troopers of a fast, low flying single engine plane only 500-600 ft above them going in and out of low clouds as if trying to stay under the cloud deck. It was sad. Way to many, WAY to many GA pilots go flying like they're out on a Sunday drive and the fact of the matter aviation is far more complex, serious and requires planning,lots of it with no room for error and things must be triple checked. You just can't play games. So let this be yet another unfortunste reminder amid the over 3000 private pilot accidents in 15+ yrs that there's no cutting corners here. And to those in a C150 or C172, move up progressively with skills, to a 182 or a piper Arrow or something, log 375-450 hrs and go log 40 hrs in a complex, high performance with CFI before buying that retractable gear/170+ kt plane. You'll live to enjoy it and share it. I even sadly know guys that have come into double their annual salary, they go jump in a 500 hp sport coupe from a 200 hp hatch back, and they think since they can afford it, ghat they can drive it, well nope thats not the case. 3 of those 6 died from no experience in a powerful vehicle from pushing the envelope on their favorite roads. Lessons aren't getting learned and history is repeating again.

I have brought similar loads into Redding in a TC bonanza and I opted to use the bigger Redding airport. The TN airplane has worse takeoff performance, I can't imagine trying to get one of those out of Benton at gross. Unfortunately the TN Bonanza's are attractive to people upgrading because the engine is relatively easy to manage and it is a ton of power but the shortcoming of the TN system are often overlooked.

Outstanding analysis. Very non-judgemental, but calls a spade a spade. Excellent job! Will watch more of your videos.

Thank You. Good info.

These type of videos and your effort are very important because as you hope, I have no doubt they save lives and or limbs.

I have not watched you a lot, perhaps 3 times, but you are clear and concise in your reviews. Most of what you say applies to life in general. PS. I am not a pilot.

Reposition your aircraft to a nearby large and lower airport (KRDD 6nm East). If you inconvenience your passengers to create safety margins, then you are doing your job correctly.