On August 27, 2020, a Beech A36 (registration N1550G) was involved in an aviation accident near Redding, CA. 2 people were killed. Investigators recorded the probable cause as: The pilot’s failure to recognize the airplane’s inadequate takeoff performance given the length of the available runway and to abort the takeoff, which resulted in a runway excursion. This summary draws on records from NTSB; 12 related events involving the same aircraft type or operator are linked below.
On August 27, 2020, a Beech A36, N1550G, was destroyed during a takeoff accident near Redding, California, killing all four occupants. The aircraft was operating under Part 91.
Accident Overview and Witness Account On August 27, 2020, at approximately 0630 Pacific daylight time, a Beech A36 airplane, registration N1550G, was destroyed in an accident near Redding, California. The pilot and three passengers sustained fatal injuries. The flight was operated as a personal flight under Title 14 Code of Federal Regulations Part 91. A witness, who was a rated pilot and law enforcement officer, observed the takeoff from a desk overlooking the runway. He reported that the aircraft started its takeoff roll from runway 33 but was not accelerating at a normal rate. The airplane rotated abruptly to a slightly steeper angle of attack than usual, appeared to lift off slightly, and then settled back to the ground, causing the nosewheel to return to the runway surface. The witness noted that the engine sounded like it was producing full power and the propeller was at full rpm throughout the roll. As the aircraft continued, it again rotated abruptly and maintained a nose-high attitude while approaching the departure end of runway 33. The witness estimated the speed at about 60 to 65 knots as it passed his location. He also calculated an approximate speed of 70.9 miles per hour (61.6 knots) as the aircraft passed the runway 15 visual approach slope indicator. Security cameras captured the sequence. Camera 1 showed the aircraft during the takeoff roll about 1,500 feet from the departure end of runway 33 at 0643:31. At 0643:39, the nosewheel appeared to lift off about 700 feet from the departure end. The aircraft continued in a nose-high attitude with the main landing gear on the runway until it left the camera frame at 0643:41. Camera 2 captured the aircraft entering view at 0643:39 in a nose-high attitude with the main gear on the ground. It briefly became airborne at 0643:42, about 310 feet from the departure end, and settled back onto the runway two seconds later. The aircraft then exited the departure end of the runway, traveled down an embankment, and a ball of fire was seen erupting from the tree line north of the runway. ## Personnel and Aircraft Information The pilot's logbook showed 463.3 total hours of flight experience, including 38.3 hours in the accident airplane, of which 10.8 hours were without a flight instructor. Previous experience in available logbooks was in a Cessna 150. The right seat passenger held a flight instructor certificate with 339 total hours and no recorded experience in the accident airplane's make and model. The aircraft had six seats: two forward, two middle rear-facing, and two forward-facing aft. It was equipped with a Whirlwind III turbonormalizing system under supplemental type certificate (STC) SA5222NM, which also increased the maximum gross weight from 3,560 pounds to 4,000 pounds. The STC performance section was not FAA approved, but indicated that at increased weights, takeoff distance could increase by up to 30 percent and takeoff speeds should be increased by 2 knots. The takeoff performance chart stated a rotation speed of 73 knots at 3,650 pounds. Using the weight and balance record, occupant weights, 54 gallons of fuel, and no baggage, the gross weight was estimated at about 3,977 pounds. The rear passengers' seating positions could not be determined, nor could the positions of the forward and middle aft-facing seats. The center of gravity was calculated using the most favorable passenger and seat positions and was within limits in three of seven configurations. Depending on rear passenger seating, the CG ranged from about 2 inches forward of the forward limit to about 1.75 inches outside the rear limit. Given the atmospheric conditions, gross weight, and assuming the CG was within limits, the aircraft would have required 1,978 feet for takeoff with flaps retracted, or 3,558 feet to clear a 50-foot obstacle, including the 30 percent increase for the increased maximum gross weight. The calculated density altitude was 1,607 feet. ## Wreckage and Impact Information The aircraft came to rest down an embankment and was mostly consumed by fire. All major structural components were located near the main wreckage. Remains of the firewall, cockpit instrumentation, gearbox, seat structures, and control yoke were identified in the debris. The fuel selector valve was in the right fuel tank position, and the fuel strainer was melted. The left flap actuator drive cable was separated from the flap actuator motor, and the actuator measured 1.5 inches, consistent with flaps retracted. The right flap actuator was separated from the wing and measured 2.1 inches, indicating the flap was extended between 0 and 5 degrees. Flight control continuity was partially established. Both aileron direct cables remained attached to the bellcrank and separated in tensile overload at the inboard ends. The carrythrough cables on both wings were fractured at the bellcranks. Elevator control continuity was not established due to impact and thermal damage. Both rudder control cables remained attached to the bellcrank, and visible ends appeared cut consistent with recovery operations. Examination of the airframe and engine revealed no evidence of preexisting mechanical malfunction that would have precluded normal operation.