History of Flight
On May 5, 2019, about 1600 mountain daylight time, a Beech A60 airplane, N102SN, was substantially damaged in an accident near Santa Rosa, New Mexico. The commercial pilot and one passenger sustained fatal injuries. The flight, operated as a Title 14 Code of Federal Regulations Part 91 personal flight, originated from Arlington Airport (GKY), Arlington, Texas, about 1431 central daylight time (1331 mountain daylight time) and was destined for Santa Fe Municipal Airport (SAF), Santa Fe, New Mexico.
The airplane's Insight GEM-1200 engine monitor recorded that, about 2.25 hours into the flight, the left engine exhaust gas temperature and cylinder head temperature began to decrease. Around the same time, the pilot contacted air traffic control (ATC) to divert to the nearest airport due to a fuel pump issue. The pilot described the request as precautionary and did not declare an emergency. The controller suggested Santa Rosa Route 66 Airport (SXU), and the airplane turned from northwest to southwest toward SXU. The pilot did not provide remaining fuel quantity and switched to UNICOM.
GPS data from a Garmin Aera 510 showed the last data point about 9.4 miles from the accident site. Radar data indicated the airplane was flying southwest, passing north of the airport, at a groundspeed of about 98 knots and altitude about 5,000 ft msl (about 209 ft agl). Three witnesses reported the airplane at about 100 ft agl; two saw it roll left and impact terrain, followed by a postcrash fire.
Aircraft Information
The airplane was equipped with two engine-driven fuel pumps and two electric boost pumps. Fuel could be cross-fed. On the accident day, about 55 gallons of Avgas per wing (110 gallons total) were added; the pre-fueling quantity was unknown. The Beechcraft Duke flight manual listed the minimum single-engine control speed at 88 knots. Maintenance logs were not provided.
Wreckage and Impact
The wreckage was located on a small knoll about 1 mile west of SXU, resting on a heading of about 176° at an elevation of 4,645 ft msl. Postimpact fire damaged inboard wing sections and lower fuselage. All major structural components were present; examination revealed no pre-impact mechanical malfunctions.
The left engine fuel selector was OFF, and the right selector was between ON and OFF. The left boost pump functioned when tested; the right boost pump was heavily damaged and non-operational. The left engine fuel hose contained a trace amount of fuel; the right hose had none. The left engine-driven fuel pump was displaced with separated drive couple; the right pump was displaced with intact drive.
Examination of the left engine-driven fuel pump found the relief valve cover fractured due to impact, adjustment screw displaced, diaphragm torn, and poppet valve with high-cycle fatigue fractures. The left propeller hub remained attached; one blade had face-side scoring, another bent aft, and a third with chordwise scoring. The right propeller hub separated; all three blades exhibited rotational scoring and bending. Left turbocharger showed no rotational scoring, indicating it was not operating at impact; right turbocharger had some scoring. Both turbochargers' pressure relief valves and controllers were sent for testing.
Medical and Pathological Information
An autopsy determined the pilot's cause of death as blunt force trauma. Toxicology testing detected cetirizine, dextromethorphan, sumatriptan, gabapentin, topiramate, and duloxetine in cavity blood; acetaminophen was found in urine. Carbon monoxide and ethanol were not detected. The medications carry warnings about potential impairment, including drowsiness, cognitive effects, and risks when driving or operating machinery.