Realistic Crashes (BeamNG)

i know this thread's been inactive for a while

here's my first story in a couple years

Case: Texting driver causes fatal crash, June 1, 2010

Description: A group of construction workers driving in a pickup truck on their break were heading out for some food. A driver leaving the construction site in a green sedan pulled out a bit too far, blocking part of the road. The driver of the truck picks up his phone to answer a text message, but ends up hitting the car and pushes it into a parked cement mixer.

Injuries: The two occupants of the green car, Emily Carter being the driver, and Jason Brooks being the passenger, both died in the accident. The four construction workers, Ava Richardson, Marcus Bennett, Samantha Lee, and Tyler Morgan were all injured in the accident. Ava, the driver, received severe injuries. Marcus, the passenger, also received severe injuries. Both Samantha and Tyler were knocked out when they hit the back of the seats of the truck. They are expected to recover.. Nobody was in the concrete truck at the time of the accident.

Safety Information: The Gavril Vertex received 4 stars in the frontal crash test, 3 on the driver side crash test, and 5 stars on the rollover crash test. The car was produced in January of 2008 as a 2008 model. There was one open recall: The passenger side front airbag would not deploy in an accident. Both the driver side front airbag and side airbag deployed. The passenger side airbag deployed on impact with the concrete mixer. The Vertex was in good operating condition and deemed roadworthy. The Bruckell Ibex truck involved was an extended cab model tested in 1993. The car received 3 stars on the frontal crash test, and was not tested for the side and rollover crash test. The truck was manufactured in December of 1993 as a 1994 model. The truck lacks airbags. There were no open recalls on the truck. The truck was in good operating condition and is deemed roadworthy The cement mixer involved was not crash tested due to being a commercial vehicle. All occupants in each vehicle were using seatbelts.

Map Used: Utah, USA

Cars Used: 2008 Gavril Vertex, 1994 Bruckell Ibex, 1980 Gavril T-Series Concrete Mixer

Aftermath: Richardson was put on trial for gross negligence and distracted driving, and ultimately sentenced to ten years in prison. She was bailed out after 5 years by her family members. Richardson always uses this experience to remind others not to text while driving, as it can truly change one's life. Bennett, Lee, and Morgan all recovered from their injuries, along with Richardson. Richardson has had her drivers licensed revoked for five years after the accident. Both Carter's and Brooks' families sued against Richardson, who won the case and forced to pay both families $500,000. The Vertex was deemed totaled and crushed in 2012. The Ibex was deemed totaled, sent to a junkyard, and ultimately became a parts car, where it remains to this day. The concrete mixer was repaired and operated up until 2023, where it broke down on the highway and later caught fire. The construction site took the opportunity to ban cellular device usage both on site and on the road. Utah state police implemented a phone free driving bill in 2022, which boasts a 98% success rate.

Media:

 

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Crash Description:
An unidentified male was speeding at felony levels in his new Bruckell Bastion Redtail on the interstate. He took an exit onto an interchange and did not have time to slow down. His vehicle wrapped around a supporting pole at around 180 miles an hour, before getting stuck to a barrier on the road.

Injuries (if any):
1 Fatality

Map Used:
Los Injurus [Portrayed as Belasco County]

Car(s) Used (you don't have to include authors):
Bruckell Bastion Redtail

Emergency Vehicles by ValoDoment, Belasco LEOA Pack.

Image(s)

 

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Case: fatal t-bone crash with pile-up
Location: unknown little village in Poland, near Wroclaw
Cars Involved: 2006 ETK F-Series convertible, 1994 Procyon Avior, 2007 Gavril Vertex SUS, 1988 Sorbet 1600 LTD
Time of crash: 14:38 p.m.

Description: It all happened in the blink of an eye... A hot afternoon in Poland turned into carnage. This accident occurred because of a distraction that should be eradicated: the cell phone.
We are in a small village on the outskirts of Wroclaw.
Ferdjnand Lewandowski, a 35-year-old entrepeneur, is driving at high speed in his 2006 ETK FC8 370, not paying attention to speed limits, possibly putting pedestrians and other motorists in danger. Suddenly, a 78-year-old man, Bartlomiej Piotrowski, and his wife, Emiliana Wójcik, a 72-year-old woman, pulled out of their driveway in an old red Sorbet 1600, which had been having engine problems for some time... Ferdjnand, distracted by his cell phone, not noticing Bartlomiej and Emiliana's car in time, crashed at full speed, ending up in the opposite lane and having a head-on collision with a black Procyon Avior, driven by Florian Petrov, a 55-year-old man, together with his wife, Moira Vorshevski, 46 years old, both ukrainian. Behind Ferdjnand, driving a Gavril Vertex SUS, there was a 19-year-old boy, Georgz Kalinsky, a university student at Uniwersytet Warszawski, who had arrived in this small village


Pictures:

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Aftermath:

• Ferdjnand died at Uniwersytecki Szpital Kliniczny we Wrocławiu, for multiple injuries. At the moment of the accident, he wasn't wearing the seatbelt. During the autopsy, medics discovered that Ferdjnand was under drug and alcohol's influence.
• Bartlomiej died on the impact, Emiliana died during the trip to the nearest hospital
• Georgz survived, with a broken arm and a sprained ankle, but risked too much his life
• Moira was heavily injured, but survived. Florian had a broken leg and multiple bruises

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Crash Description:
A man in his young 20s (Alex smith) had just gotten a big promotion and decided to buy a new ETK F-series. After purchasing the car the next day, he decided to push the car and try to see the limits in the morning as there were less people around. As he was pushing 90 a teen driver (John Briggs) changed lanes not realizing the closing speed. Alex had to abruptly change lanes, but it was too late. His car glanced the rear bumper of the covet causing his car to lose control. His car went off the road up a hill eventually crashing into brush which caused the car to roll several times before stopping on its side next to the road.

Parts of Car Critically Damaged:
ETK: Entire suspension drive shaft windshield front bodywork and rear bodywork.
Covet: Rear right quarter panel taillight and bumper.

Estimated Repair Cost and/or Totaled:
ETK: Totaled
Covet: 500 dollars in body work.

Injuries (If Any)
Alex was transferred to a hospital where it was discovered that he had dislocated a shoulder and had a broken rib.

Map Used:
WCUSA

Car(s) Used (you don't have to include authors):
ETK f-series and Ibishu Covet

Aftermath (lawsuit etc):
Alex settled with the Briggs for 5000 dollars for medical bills and reckless driving however Alex's insurance paid out 75,000 for the totaled car.
Image(s)

 

"Suburban Scare"

Case: Low speed head on collision, March 18th, 1995


Description: During a rather peaceful Saturday morning, 8 year old Thomas Massey was playing in the front yard of his home when he accidentally kicked a soccer ball into the street, and ran after at. At the same time, 24 year old Duncan MacPhail was coming home from work after a overnight shift at the local hospital. Obscured by the station wagon in the driveway, Duncan didn't see Thomas until he was in the middle of his lane. With not enough time to stop, he jerked the steering wheel hard left to avoid hitting the child, but instead crashed head on into an oncoming minivan, driven by 31 year old Julie Howell.

Injuries: There were no serious injuries in the collision, but Julie did receive a minor case of whiplash.

Vehicles involved: 1993 Soliad Wendover S Sport 3800, 1996 Soliad Lansdale 2.5

Location: Belasco City, USA.

Aftermath: A few neighbors came outside after the collision was heard and immediately helped everyone involve until the paramedics and police officers arrived. After getting statements from all the witnesses and even CCTV footage from a neighbor's security camera, no charges were pressed, as everyone who was around said that if Duncan hadn't swerved, a much more serious accident would have occurred. After being taken to the hospital to be checked over, everyone involved was released from the hospital the same day. Both Soliads were deemed totaled, and while the Wendover was parted out and crushed by a local salvage yard, the Lansdale was bought by a local mechanic and rebuilt into a demolition derby vehicle.

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If OP or forums mods have an issue with me posting plane accidents here, please inform me.

- Aircraft structural failure: Canadair CL-215, N9504BG, fatal accident occurred on February 24, 2001, in Green Valley, USA

- Analysis:
The flight crew departed on an early morning firefighting mission. Family members and witnesses at the airport reported that both pilots had enough sleep in the hours leading to the accident and appeared to be in a great mood before the flight. The airplane taxied from the ramp and departed from the runway without any problems.

About 13 minutes after departure, the flightcrew informed the operator's dispatcher that they were preparing to conduct a water scoop in the Green Valley River. At this time, visibility was good, and winds were from the north at 6 knots, gusting 10 knots. The dispatcher reported that the communication with the crew was normal and there was no emergency calls received at any point.

The airplane was equipped with a flight data recorder and a cockpit voice recorder. Data recovered from both boxes revealed that the pilot in the left seat was acting as the pilot flying the aircraft and the right seat pilot was the pilot monitoring. The flight was uneventful up until the point the flightcrew started discussing their "water scoop" approach. The airplane was at 2,000 ft when the PIC initiated a descending right hand turn towards the Green Valley River, which is a small river surrounded by multiple valleys and wooded hilly terrain.

According to onboard recorded data, at 0515:55, the airplane was descending through 1,600 ft at a heading of 270° with a reported indicated airspeed (IAS) of 160 knots. Additionally, the airplane was in a -11.64° pitch and 2.04° bank angle, and descending 2000 feet per minute (fpm), 10 seconds later, at 0516:05, the airplane was at 1,100 ft on a heading of 275°, 174 knots (IAS), -21.58° pitch, 4.04° bank, and descending 4300 fpm. 12 seconds later, at 0516:17, the airplane was at 880 ft, 175 knots IAS, -18.21° pitch, -15.93° bank, and descending 4500 feet per minute, when both engines suffered an overspeed condition, this caused the engine propellers to strike the airframe in the joint point between the wing and fuselage, causing an inflight breakup. Both wings and cockpit departed the airframe, and the airplane descended out of control.

According to CVR data, at about 0515:55, the SIC (second in command) stated: "It is very dark out there, they don't even have street lights on." The PIC responded: "Yeah, its giving me about 2,600 ft right now we should probably descend at a higher rate," the SIC responded: "Roger, I will be watching your speed." At 0516:05, the SIC stated: "Ya said it was giving you 2,600 ft? Its showing me 1,100 now." The PIC responded: "You sure? It says I am at 2,000 right now." The SIC did not respond until 3 seconds later, stating: "I am pretty positive it says 1,100 ft, we are at the yellow arc so we should be fine for now." The PIC did not respond. At 0516:16, a loud sound, consistent with one or both engines, was heard on the tape, 1 second later, a loud striking metal sound was recorded, and the SIC stated: "Woah... (unknown)." The cockpit voice recorder stopped recording at this point.

According to provided sun and moon data, both the sun and moon were under the horizon at the time of the breakup, and several witnesses reported that it was "very dark after midnight."

Examination of the left engine-driven vacuum pump, which operates the primary flight instruments consisting of the attitude indicator and directional gyro to the left side, revealed fire damage to the shear shaft. Further, inspection of the gyroscopic flight instruments operated by the engine-driven vacuum pump revealed no evidence of rotational scoring; therefore, the engine-driven vacuum pump, which was about 1 years 2 months beyond the suggested replacement interval, was not operating at the moment of impact. According to the operator maintenance records, the left and right vacuum pumps were marked "checked and replaced" at the most recent annual inspection. Examination of the right engine-driven vacuum pump did not reveal any anomalies.

A post-accident examination of the three propeller blades on each engine revealed that they were operating at or near maximum speed. Additionally, the propeller tips showed impact damage that was consistent with fuselage strike damage, and the engine controls were discovered at full throttle in the cockpit. Examination of the engines and the remaining systems did not reveal any pre-accident failures or malfunctions that would have precluded normal operations.

Both pilots were more than qualified to fly the aircraft in the existing conditions at the time of the accident. However, the two pilots were relatively new to each other, as the first officer was hired about 2 months before the accident. A review of his logbook records showed that he always flew daytime firefighting missions during his time with the previous and current operators. According to company records, while the first officer was satisfactory in all his entry exams, it was noted that he lacked CRM (crew resource management) skills in some tests.

Based on the available data, the altitude indicator on the left side (PIC side) was not working correctly and was giving erroneous altitude data, the captain, not knowing this, initiated a high rate of descent throughout the approach to the river. The cockpit voice recorder revealed a lack of cockpit crew resource management and communications between both pilots. The first officer, despite having a working altitude indicator, did not the discuss the issue with the captain in advance or call for a go-around. Additionally, the captain, who was informed of a possible deviance between both instrument readings, decided to continue the high rate of descent and the approach became unstabilized.

Even though the aircraft never actually crossed its maximum operating limit speed (Vmo), it was operating in a higher than average rate of descent with both engines running at maximum power and at a steep pitch down angle. While no sudden maneuvers were made in the seconds leading to the breakup, the loads the aircraft faced during this steep descent were enough to cause an engine overspeed condition, and given the flight regime at the time, happened in such a way that one or more propeller blade from each side to contact the fuselage.

At the time of the accident, weather conditions were unremarkable, but lighting was most likely an issue. The flightcrew never made any comments in regards to making any visual contact with the lake, there was most likely an increased self-induced pressure to locate the river during the steep approach by both pilots, specially the first officer, who did not have any actual night-time experience in recent years.

The flightcrew could have abandoned the approach so they could discuss the altitude indicator discrepancy and decide whether it was safe to continue the flight or not. Based on the investigation findings, the flight could have at the very least slowed down the engines and maintained level flight to discuss this issue and/or the captain could have relinquished the controls to the first officer at the first sign of trouble. The accident was caused by a combination of errors coming into play at the same time.

- Probable Cause: The airplane's prolonged exposure to high aerodynamic loads during an unstabilized approach, which resulted in an engine overspeed condition and an flight breakup. Factors relating to the accident were (1): The flight crew's decision to conduct a steep, high rate of descent approach in dark conditions without proper visual reference, which became unstabilized, (2): The failure of the left side (PIC side) primary gyro flight instrument(s) due to the failure of the vacuum pump, (3): The failure of the operator to note, and resolve this maintenance issue, (4): The flight crew's lack of proper cockpit crew resource management when it became apparent that the left side instrument(s) were not working, and (5): The self inducted pressure by both pilots to continue and complete the flight.

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• Location: Green Valley, USA
• Accident Number: ERA01F1495
• Date & Time: February 24, 2001, 0516 Local
• Registration: N9504BG
• Aircraft: Canadair CL-215
• Aircraft Damage: Destroyed
• Defining Event: Aircraft structural failure
• Injuries: 2 Fatal
• Flight Conducted Under: Public aircraft

- History of Flight:
On February 24, 2001, at about 0516 local time, a Canadair CL-215 airplane, registered to Green Valley Firefighting LLC and being operated as a publicuse firefighting aircraft in support of the United States Department of Agriculture Forest Service, was destroyed when it was involved in an inflight breakup and subsequent impact with trees and terrain in Green Valley, USA. The captain, acting as the pilot-in-command, and first officer, acting as the second in-command, were both fatally injured. The flight originated from the Green Valley Regional Airport, at about 0501 local time.

According to the operator, the flightcrew were dispatched to respond to a fire that had broken out in a mountainous resort located about 6 miles southeast of Green Valley.

The crew reached the airport at 0440 and began a flight plan with the dispatch where they discussed weather conditions, potential difficulties, and their approach to the river. The flightcrew started the airplane at 0455 and taxied from the general aviation ramp to the runway. The airplane departed about 5 minutes later, witnesses on the ground reported that the flight appeared uneventful. The flight crew started a climb to 2,000 ft and contacted the dispatcher to check on the condition of the fire and prepare their approach to the river.

A group of witnesses, who were hiking in the mountains near the river, reported that they heard the airplane overhead and saw its airframe lights as it descended towards the river. The witnesses stated that the airplane appeared to be in a fairly steep descent before they lost sight of it. About 1 minute later, the group heard the engines "roar" and one of the hikers pointed to one of the wings falling from the sky.

A pilot rated witness was driving his car around the river and noticed the airplane overhead, he reported that, both engines appeared to be operating at "near or max speed" when they both "departed the airframe violently," the witnesses added that both wings and cockpit separated from the fuselage and began a "freefall". Several other witnesses reported the same thing, and their versions of events were consistent throughout.

An on-scene examination revealed that the airplane suffered an inflight breakup and collided with terrain. Both wings were located about 1 or 2 miles away from the main wreckage, and other smaller parts were scattered throughout the valley or found floating on the surface of the river.

The airplane was equipped with a cockpit voice recorder and a flight data recorder, both were retrieved in good condition. The wreckage was retained for further examination.

- Pilot Information:
Captain:
The captain, aged 42, held an airline transport pilot certificate, with a rating for airplane multi engine land, and commercial privileges for airplane single engine land. His first class FAA medical was issued on November 1999, with a note that he must use corrective lens(es) to meet vision standards at all required distances.

According to company records, the captain was hired in 1998 and was satisfactory in all his tests.

First Officer:
The first officer, aged 30, held a commercial pilot certificate, with a rating for airplane multi engine land and airplane single engine land. His first class FAA medical was issued on December 1999.

- Aircraft Information:
The Canadair CL-215 is a twin engine, high wing, amphibious aircraft and wildly used in firefighting operations. The airplane is powered by a pair of 2,200 hp Pratt & Whitney R-2800-83AM radial engines, driving three blade constant speed propellers.

According to the Canadair CL-215 Flight Manual, the maximum operating limit speed (Vmo) was 188 IAS, and 190 CAS respectively, the design maneuvering speed (Va) was 128 IAS and 129 CAS respectively. The flight manual states: "Extreme application of primary flight controls should be confined to speeds below design maneuvering speed (VA), and "Maximum operating limit speed (VMO) may not be deliberately exceeded in any regime of flight." The approved limit load factors in a flaps up configuration are -1.0 to +2.5g. These load factors limit permissible angle of bank in turns and severity of pull-up maneuvers.

The flight manual also states: "ENGINE OVERSPEED IN FLIGHT: If engine overspeed occurs, reduce airspeed by climbing and reduce THROTTLE CONTROL lever and RPM CONTROL lever settings. If overspeed condition persists, feather propeller."

According to the flight manual, in case of a failure of power supply to any instrument is indicated:
(1) Inverters..... .Select INV 2 ON
(2) INST PWR switch ......Select NO 2

- Wreckage and Impact Information:

Spoiler

Figure 1: Deformed Fuselage


Figure 2: Tail






Figure 3: Cockpit





Figure 4: Additional wreckage/parts located throughout debris field.

Spoiler

- Airport Information:
None

- Weather:
The nearest weather reporting station listed the following conditions near the time of the accident: Winds were from the north at 6 knots, gusting 10 knots, 10 miles visibility, a scattered cloud layer at 4,500 ft AGL and 15,000 ft AGL, temperature 10°C, dewpoint 4°C, an altimeter setting of 29.27 inches of mercury.

- Medical Information:
An autopsy was conducted on both pilost Corner Office. The cause of death was “Blunt force trauma with burns due to plane crash.” Toxicological testing of the pilots specimens conducted by the FAA Civil Aerospace Medical Institute, Bioaeronautical Sciences Research Branch, Oklahoma City, Oklahoma, did not reveal any drugs of abuse.

- Additional Information:
None

 

"Burnside Road"

Case: Drunk driving leads to a double fatality, October 2nd, 1965


Description: During one October night, Patrick "Pat" Baker and Adam "Nix" Nixon, two teenage high school students, "borrowed" a Burnside Special that belonged to Patrick's father and went on a joyride. After managing to get a bottle of scotch from a liquor store with a fake ID, Patrick and Adam took turns taking swigs from the bottle as Patrick drove down a near empty highway. After passing a cop car that was parked on the side of the highway, Patrick panicked and sped up, turning off the highway after exiting a tunnel and onto a mountain road, assuming the cop car would chase them, not realizing it was empty. While celebrating, Adam accidentally dropped the bottle, causing it to spill all over the floor of the Burnside, distracting Patrick and making him lose control of the car. The Burnside's tires locked up as Patrick slammed on the brakes before flying off the cliff, sending the blue sedan tumbling down into the valley below.

Injuries: Patrick and Adam were both killed instantly, Patrick's ribs being crushed by the steering column, and Adam's neck being snapped after being launched into the dashboard and windshield. .

Vehicles involved: 1953 Burnside Special 252 V8 Luxe

Location: Utah, USA.

Aftermath: Another motorist saw the Burnside's headlights roll down the hill before they shattered, and quickly raced to a nearby gas station to alert the authorities. The police arrived soon afterwards and searched the area the motorist pointed out, soon finding the mangled Burnside and both of it's occupants as the sun began to rise. After the remains of Patrick and Adam were removed from the car and put into ambulances, the Burnside was dragged out of the dried riverbed and brought to a nearby junkyard. After both bodies were identified by their parents, funerals were held for both Patrick and Adam, and their fates were used as a PSA on why drunk driving is a bad idea. Eventually, the cliffside pass was given the nickname "Burnside Road" by some of the locals as a reminder of why dumb actions can lead to terrible results.

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