History of Flight
At approximately 0830 mountain standard time on July 26, 2012, a Beech B60 (N880LY) was destroyed during a runway overrun after beginning its takeoff roll on Runway 21 at Sedona Airport (SEZ), Sedona, Arizona. The aircraft was registered to and operated by the pilot under 14 CFR Part 91. The private pilot and two passengers sustained fatal injuries. Visual meteorological conditions prevailed for the planned personal cross-country flight to Double Eagle II Airport (AEG), Albuquerque, New Mexico; no flight plan was filed.
Multiple witnesses provided statements. One witness, located near the runway, observed the airplane performing a normal run-up. The subsequent takeoff roll appeared slower than normal, with the airplane still on the ground at midfield and not rotating. The witness noted that about 100 yards from the departure end, the airplane appeared unable to stop; it continued off the runway, turned slightly right, and a mild bang was heard before it disappeared, followed by a large black mushroom cloud. Another witness heard a momentary loss of engine power during the takeoff roll before it regained normal sound. A third witness observed the airplane holding on the runway for an extended period with the left engine appearing to turn at lower rpm; after powering up, both engines sounded normal. The airport operations manager saw the airplane taxiing and later observed the smoke plume. Additional witnesses reported seeing the airplane accelerate but not rotate, and a hiker heard engine cutting out before impact with the perimeter fence and trees. The wreckage was consumed by postcrash fire and located at the bottom of a steep drop-off at the end of the runway.
Personnel Information
The 53-year-old pilot held a private pilot certificate with single-engine and multiengine land ratings, and an instrument rating. His most recent FAA third-class medical was issued January 5, 2011, without limitations. According to computerized logbook records, as of July 14, 2012, the pilot had 663 total flight hours, including 545 hours in single-engine and 118 hours in multiengine aircraft, with 62 hours in the accident make and model. He had flown 23.2 hours in the previous 90 days, 5.1 hours in the previous 30 days, and 0 hours in the previous 24 hours. He had completed a B60 initial training course on March 6, 2011, and recurrent training on March 23, 2012. His simulator instructor described him as attentive, knowledgeable, and disciplined.
Aircraft Information
The Beechcraft B60, serial number P-524, was a six-seat, low-wing, retractable-gear airplane manufactured in 1979. It was powered by two Lycoming TIO-541-E1B4 engines (380 hp each) with Hartzell constant-speed, full-feathering, three-bladed propellers. The most recent annual inspection was performed on April 9, 2012, at a total airframe time of 3,915.23 hours. The aircraft had operated about 11 hours since that inspection. Maintenance records showed that on September 18, 2008, both engines were replaced with overhauled units (serial numbers L-192-59C for left, L-196-59C for right) each with 2,716.8 total hours and 45.5 hours since major overhaul. At the time of the accident, each engine had accumulated about 220 hours since overhaul.
Meteorological Information
At 0835, the Sedona AWOS reported calm wind, visibility 10 miles, clear sky, temperature 26°C, dew point 13°C, and an altimeter setting of 30.17 inHg. The density altitude was calculated at 7,100 feet.
Weight and Balance
A Beechcraft air safety investigator computed that the airplane was within its center of gravity limits and below maximum gross takeoff weight for the planned flight.
Performance
A photograph taken from near the airport restaurant showed the airplane approaching taxiway A5, about 2,500 feet from the start of Runway 21. A Beechcraft investigator calculated a normal liftoff distance of 2,805 feet and a takeoff distance of 3,550 feet to clear a 50-foot obstacle. The accelerate-stop distance would be about 4,600 feet. Runway 21 is 5,132 feet long.
Wreckage and Impact
The airplane traveled the full length of Runway 21, then crossed an asphalt and dirt overrun of 175 feet before striking the airport perimeter fence and descending into a deep gully. It impacted the bottom of the gully and was destroyed by impact forces and postimpact fire. Tire tracks 11 feet apart (consistent with the B60's wheel span) were observed on the overrun. A black contact mark was found on a bent fence post. The elevation drop from the fence to the gully was 273 feet; horizontal distance traveled was 672 feet. The fuselage came to rest upright on a magnetic heading of 165°, largely consumed by fire. Both engines remained attached to nacelles; propellers separated. Control cables had continuity, and trim actuators indicated neutral positions for rudder and elevator, with left aileron trim tab at 2° trailing edge down. Landing gear was in the extended position. The fuel selector left knob was at an unselectable position (six o'clock) and could be rotated by finger; the right knob was ON and would not rotate. The gust lock system was found partially disconnected; the control column gust lock pin was not in place during the accident sequence.
Medical and Pathological Information
An autopsy attributed the pilot's cause of death to blunt force trauma and thermal injury. Toxicological testing detected cyanide and carbon monoxide in blood, and ethanol in blood (13 mg/dL) and urine (11 mg/dL), but not in brain. Results were negative for tested drugs.
Tests and Research
Examination of both engines found no evidence of mechanical or internal failures that would have precluded normal operation. The left engine had fire damage and its crankshaft could not be rotated; internal components were unremarkable. The right engine also had fire damage; cylinder number four exhibited molten aluminum debris and a melted piston, but other cylinders were unremarkable. The fuel control units were thermally damaged and throttle plates did not move freely. Fuel inlet screens were unrestricted.