House member Tom Tiffany (R-WI) Bonanza -- Water Landing

flyingcheesehead said:
Except they weren't taking off, they were landing. They took off from KLSE and were landing at KAUW. No flaps could have been an attempt to extend the glide. I wonder when the engine quit - Before or after gear was selected down?


I looked him up yesterday. All of the above info is correct. In addition, he has a Mechanic certificate and a Flight Engineer certificate, but no CFI. Old school Military -> Airline FE -> FO -> Captain progression.
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Because he said in the press briefing that the pilot did raise the landing gear to avoid flipping, and then the plane ‘landed’ flaps up gear down, that maybe he mistook the flap switch for the gear switch. I dunno, never even been in the cockpit of a Bonanza, is that likely?
 
luvflyin said:
Because he said in the press briefing that the pilot did raise the landing gear to avoid flipping, and then the plane ‘landed’ flaps up gear down, that maybe he mistook the flap switch for the gear switch. I dunno, never even been in the cockpit of a Bonanza, is that likely?
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Probably not unless the panel has been re-done. Gear is on the right side of the panel, flaps are on the left. Nowhere near each other.
 
MKERSW said:
Flying is a Privilege,
not a Right.
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I disagree. 49cfr44703 says the faa SHALL issue a cert (med or pilot) if qualified.

14cfr67.3 says you are ENTITLED to a med cert if qualified.

14cfr61.13 says you are ENTITLED to a pilot cert if qualified.

It’s no wonder the faa thinks it’s THEIR personal sandbox when we keep reinforcing the false notion.
 
They have to publish standards. They can’t just say “nah, not feeling it”, though in aeromedical that is exactly what they’re doing. It’ll catch up to them.
 
MauleSkinner said:
That’s exactly why flap and gear switches can get mixed up in pre-1980s Beech products…they’re opposite the current “standard.”
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OK, but if the guy has owned the plane for more than 25 years, wouldn't he have that part figured out?

I don't know of very many Bonanza owners who have enough planes to get confused by something that basic.....but maybe he's a collector?
 
bonefishpete said:
Someone said the lake is actually a river that flows so maybe it drifted aways.
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Except, that's actually upstream of final. Only thing I can think of is that they flew all the way around the pattern and were on a left base-ish leg there.

StraightnLevel said:
OK, but if the guy has owned the plane for more than 25 years, wouldn't he have that part figured out?

I don't know of very many Bonanza owners who have enough planes to get confused by something that basic.....but maybe he's a collector?
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Former/retired mil and pro pilot, he's certainly flown plenty of things with the gear and flaps the other way around.
 
StraightnLevel said:
OK, but if the guy has owned the plane for more than 25 years, wouldn't he have that part figured out?

I don't know of very many Bonanza owners who have enough planes to get confused by something that basic.....but maybe he's a collector?
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Sounds like he was a professional pilot flying “standard” stuff for a lot of years.
 
luvflyin said:
Because he said in the press briefing that the pilot did raise the landing gear to avoid flipping, and then the plane ‘landed’ flaps up gear down, that maybe he mistook the flap switch for the gear switch. I dunno, never even been in the cockpit of a Bonanza, is that likely?
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If the engine is not producing power, is there enough energy to raise the gear?
 
Justin M said:
If the engine is not producing power, is there enough energy to raise the gear?
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I don't know, but I do know that there is a significant increase in drag during the gear transition on Bonanzas (and a fair number of other airplanes) so if you're fairly close to the ground when the engine quits, you're better off leaving it out.
 
From the preliminary report - https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/203821/pdf

On September 12, 2026, about 2049 central daylight time, a Beech K35 airplane, N6071E, was
substantially damaged when it was involved in an accident near Wausau, Wisconsin. The pilot
and passenger suffered minor injuries. The flight was operated as a Title 14 Code of Federal
Regulations Part 91 personal flight.

The pilot was conducting a cross-country flight from La Crosse Regional Airport (LSE), La
Crosse, Wisconsin, to Wausau Downtown Airport (AUW), Wausau, Wisconsin. The flight
departed LSE about 2015. The pilot reported that while flying in the airport traffic pattern for
landing at AUW and shortly after he extended the landing gear abeam the runway threshold, he
observed a higher-than-normal engine exhaust gas temperature (EGT). According to the pilot,
the higher-than-normal engine EGT reminded him to switch fuel tanks. He selected the right
fuel tank and advanced the mixture and throttle levers to the full forward position, but the
engine did not respond. The pilot stated that he did not turn on the electric fuel boost pump
while he attempted to restore engine power. The pilot maneuvered the airplane toward the
runway and prepared for a water landing. The airplane impacted water resulting in substantial
damage to the fuselage, left wing, left aileron, and engine mount. The pilot and passenger were
able to egress from the airplane.

The airplane was recovered from the water and secured in a hanger. A postaccident
examination revealed that all fuel tank caps were found secure. The right main tank and both
auxiliary tanks were full of fuel. The left main tank contained no fuel. The cockpit throttle,
mixture, and propeller controls were found in the nearly full forward position. The electric fuel
boost pump switch was found turned off. The fuel selector valve was found positioned to the
right main fuel tank. The airplane was not equipped with shoulder harnesses, nor was it
required to be.

According to the pilot, earlier in the day he flew from Langlade County Airport (AIG), Antigo,
Wisconsin, to LSE. The airplane departed AIG with full fuel (70 gallons), which was distributed
25 gallons in each main tank and 10 gallons in each auxiliary tank. The pilot did not refuel the
airplane at LSE before the flight departed to AUW. The pilot stated that he had the left main
fuel tank selected for both flight legs except for when he briefly selected the auxiliary tanks
while in cruise flight before switching back to the left tank.
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In a postaccident interview with a FAA inspector, the pilot’s aviation mechanic stated that he
and the pilot discussed the accident, during which the pilot said the loss of engine power was
due to his delay in switching fuel tanks and not turning on the electric fuel boost pump.
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