History of Flight
On January 18, 2010, about 1345 central standard time, a Beechcraft B-60, N810JA, operated by a private pilot, was destroyed after an engine failure and impact with terrain in Madison, Alabama. The pilot and a passenger were fatally injured. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight departed Huntsville International Airport (HSV), Huntsville, Alabama, destined for Nashville International Airport (BNA), Nashville, Tennessee, under 14 CFR Part 91.
The flight originated in Boca Raton, Florida, and arrived at HSV about 1230. The airplane was fueled with 185 gallons of 100-low-lead aviation gasoline and departed at about 1315. It was cleared to climb to 6,000 feet. At 1327, the pilot reported level at 6,000 feet; about 3 minutes later, he reported a right engine failure, stating "we've got control but ah we we're gonna need to land." The pilot later indicated the right engine was "feathered." The controller advised the airplane was about 10 miles west of Fayetteville Municipal Airport (FYM); the pilot requested to return to Huntsville. Radar data showed a right turn and gradual descent. At 1333, the airplane was at 4,800 feet, 7 miles west of FYM. At 1337, the pilot reported trying to maintain 3,000 feet but continued descending. At 1341, a low altitude alert was issued; the pilot reported difficulty holding altitude. The airplane was cleared to land on runway 18R at HSV. The last radar target was at 1345, at 800 feet, about 3 miles north of the airport.
Witnesses observed the airplane at low altitude with the right engine not operating; one witness noted the right engine cowling was propped up. Another witness reported the airplane struck tree tops and then nosedived into the ground, followed by fire.
Personnel Information
The pilot, age 52, held a private pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. Logbooks were compromised by fire, water, and impact damage. On his most recent FAA medical application (November 4, 2009), he reported 1,600 total flight hours with 52 hours in the preceding 6 months. An earlier application (November 21, 2006) listed 1,350 total hours with 60 hours in the prior 6 months.
Aircraft Information
The six-seat, low-wing, retractable-gear airplane, serial number P-591, was manufactured in 1982. It was powered by two Lycoming TIO-541-E1C4, 380-horsepower engines with Hartzell constant-speed, full-feathering, three-bladed propellers. The pilot purchased the airplane on March 26, 1998. An annual inspection was performed on May 20, 2009, at 3,383 total airframe hours; 50 hours had been operated since. The right engine had about 1,425 hours since overhaul (October 10, 1995). On April 11, 2003, at 970.5 engine hours, the No. 2 cylinder was removed for stud replacement. The left engine had about 270 hours since installation after overhaul on March 1, 2006.
Meteorological Information
A weather observation at HSV (elevation 629 feet) near the accident time reported calm winds, visibility 10 statute miles, few clouds at 25,000 feet, temperature 13°C, dew point 7°C, altimeter 30.05 inches of mercury.
Wreckage and Impact Information
The airplane struck approximately 70-foot-tall trees and impacted terrain in a housing development, about 3 miles north-northeast of HSV. The initial ground scar was about 30 feet northeast of the main wreckage. The airplane came to rest upright on a heading of about 165° magnetic. Most of the airframe, including the left wing, cabin, and structure aft of the pressure bulkhead, was consumed by fire. The right engine remained partially attached; its propeller separated and was partially buried, with blades in low pitch and no rotation evidence. A hole was observed in the top right crankcase; the crankcase was cracked through No. 1 and 3 cylinders. The No. 2 cylinder assembly separated and was found 40 feet away. The No. 2 connecting rod and cap were separated. The left engine separated and was found 28 feet before the main wreckage; its propeller displayed rotation damage.
Cockpit controls: right throttle, mixture, and propeller controls were aft; right fuel selector was OFF. Left controls were forward; left fuel selector about 10° left of ON. Flaps were at 0°, landing gear retracted.
Medical and Pathological Information
Autopsies were performed on the pilot and passenger by the Alabama Department of Forensic Sciences on January 19 and 20, 2010. Toxicological testing of the pilot showed no anomalies.
Tests and Research
Examination of the right engine at Lycoming Engines revealed that the rear top 3/8-inch and front top 1/2-inch cylinder hold-down studs for the No. 2 cylinder exceeded manufacturer specified lengths from the case deck by 0.085 and 0.111 inches, respectively. Grease was found on all thru studs, contrary to Lycoming procedures. The teardown revealed no failures other than the No. 2 cylinder. Metallurgical examination of the retained components showed the No. 2 cylinder skirt had plastic deformation and tearing consistent with overstress. One through bolt failed due to fatigue fracture; the other failed due to overstress. One cylinder stud failed due to fatigue, and a fatigue fracture was observed on a portion of the crankcase. The area around the through bolt bore was slightly depressed.