341 N1089W Bonanza Takeoff Crash at KISP, Long Island MacArthur Airport

In this special episode of Aviation News Talk, Max discusses a recent fatal crash involving N1089W, a Beechcraft A36 Bonanza, at MacArthur Airport in Long Island. The aircraft lost power shortly after takeoff, leading the pilot to attempt a 180-degree turn back to the runway, a maneuver often referred to as the "impossible turn." The plane crashed short of Runway 6, resulting in the deaths of both the pilot and passenger.

Max explains the dangers of the "impossible turn," especially for faster aircraft like the Bonanza, due to their larger turn radius. He suggests that using the full length of the runway, rather than an intersection departure, might have provided the pilot with more options for an emergency landing. He emphasizes the importance of thorough preparation, including identifying suitable landing spots and conducting pre-takeoff briefings. He also advises pilots to use the full runway length whenever possible and to be cautious and prepared for emergencies.

If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu

Send us your feedback or comments via email

If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone.

Mentioned on the Show Aviation-Safety.net: N1089W Bonanza crash information Episode #68 10 Things to Know about the impossible turn after a Takeoff Engine Failure Emergency

Free Index to the first 282 episodes of Aviation New Talk

So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon - Register for Notification

Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.

Get the Free Aviation News Talk app for iOS or Android.

Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: www.pilotlearn...

Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on UA-cam or UA-cam Premium

"Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

[@jimmydulin928]

Thanks for the briefing. All your points are good and my experience with engine failures, while mostly Ag, agreed with your points generally. I only had one engine failure on takeoff. Because my default takeoff is the basic level in low ground effect, soft field or max loaded Ag type, until Vcc if runway is available, I was at six inches in a pipeline 172 when it quit. So I landed on the remaining runway. The same level in low ground effect in ten engine failures crop dusting gave me the energy to just clear obstructions (same as always) and maneuver to suitable landing sites in front of the wing. An advantage of being so low, in addition to ground effect energy, is that only landing zones in the very near hemisphere are available and which on becomes immediately obvious in the six seconds available. Altitude is time. When low, airspeed and not altitude is life.

[@charlesmoore1762]

Under the heading “Always do a pre-takeoff briefing,” it’s probably good to do that aloud even if you’re alone! As you said, speaking the words aloud greatly increases the likelihood of doing the brief if the need suddenly arises. I knew a mechanic who would perform the likely repair several times in his mind as he drove his tool-laden truck to the job site. His track record was far better than that of his peers. He explained that to me when I asked him one time how he got major repairs done so quickly. So, always do a pre-takeoff briefing! Good advice. Thanks, Russ - wherever you are!

[@georgegemmell6231]

Great advice … and why I routinely ask for Full length
T/O’s no matter the length…

[@michaelh8890]

Would be really helpful for our comprehension if you provide some basic diagrams/graphics of the airport layout, ax site, etc. Thanks

[@wkelly3053]

I will suggest '#11' to you list of 10 impossible turn facts. Depending on your airplane's climb performance, power-off efficiency, and the runway length you depart from, even if you have attained an altitude to safely turn around once the engine quits, you may have already flown too far away from the runway to get back to it. In that case, there would be no point in trying. This problem would be magnified for a given airport as density altitude increases. I did some calculations years ago for my plane. If I could theoretically turn around safely at a given altitude with a given takeoff runway length at sea level, I estimated I would need to begin with a runway length twice as long on a day with a DA of 5000' just to have a chance of returning. Even if my calculations were reasonably accurate, they would still be based on flying the maneuver like a cold and calculating computer, no fear factor to louse things up. To this day, I vote for landing as straight ahead as possible...especially if you accept the fact that you can't make it back to some runways in any situation.