History of Flight
On May 15, 2019, at 1248 mountain daylight time, a Beech 60, registration N60RK, was destroyed when it collided with terrain during an emergency landing at Northern Colorado Regional Airport (FNL), Loveland, Colorado. The pilot was fatally injured. The airplane was registered to Majeste Air LLC and operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Rocky Mountain Metropolitan Airport (BJC), Broomfield, Colorado, about 1230, destined for FNL.
The airplane had been at BJC since July 2017 for installation of new avionics, which included a primary flight display, multi-function display, backup electronic flight instrument system, two navigation/communication/GPS units, a transponder, audio panel, and associated wiring. According to individuals who performed work, a Hobbs meter oil hose was installed, as well as a longer fuel line to use the same mounting locations for fuel flow transducers; this was required only on the right engine due to the location of the air conditioning compressor.
Three engine runs were conducted after work completion. The first test run revealed an oil leak in the left engine oil pressure transducer; the line was retorqued, and the two subsequent runs showed no anomalies. The pilot arrived at the airport about 1130. He had been issued a ferry permit, but the airplane was not inspected by a mechanic per special flight permit requirements before departure.
At 1217, the pilot contacted BJC ground control requesting a high-speed taxi before takeoff, which was granted on runway 12L. He was cleared for takeoff at 1226.
At 1247, the pilot reported on the FNL common traffic advisory frequency that he was on the left downwind leg for runway 15 and had "an engine out [and] smoke in the cockpit." Another pilot advised he could see fire and that the runway was clear. The accident pilot replied, "I've got a fire. I'm gonna land it pretty darn quick. Please have the trucks come on out." Several ground witnesses reported the right wing was on fire before impact.
Airport security camera video showed the airplane on a base leg for runway 15 with fire visible on the right side. The airplane completed two full rolls as it descended before impacting a dry retention pond about ¼-mile from the approach end of the runway.
Personnel Information
The 69-year-old pilot held a commercial pilot certificate with airplane single- and multiengine land and instrument ratings and a third-class airman medical certificate dated March 14, 2018, with the restriction: "Must wear corrective lenses for distant vision and have available glasses for near vision." At medical certification, he reported 7,000 total flight hours with 50 hours in the previous 6 months.
Aircraft Information
The accident airplane, serial number P-79, was manufactured by Beech Aircraft Corporation in 1969. It was powered by two Lycoming TIO-541-E1C4 fuel-injected reciprocating engines (left: RL-1143-59; right: L-1676-59), each rated at 310 horsepower, driving Hartzell 3-blade constant-speed propellers (model HC-F73YR-2UF).
According to maintenance records, the last annual inspection occurred on September 1, 2017, when the airframe had accrued 3,119.9 hours on the tachometer (Hobbs meter: 1,754.0 hours). At that time, the left engine had 3,337.5 total hours and 902.9 hours since major overhaul; the right engine had 3,467.3 total hours and 827.7 hours since major overhaul. FAA records confirmed the pilot had not obtained a ferry permit for the accident flight.
Meteorological Information
Recorded weather at FNL near the accident time: wind from 210° at 7 knots, variable between 180° and 240°; 10 miles visibility; clear sky; temperature 28°C; dew point 01°C; altimeter 29.96 inches of mercury.
Wreckage and Impact Information
The airplane came to rest upright on a magnetic heading of 072° at elevation 4,869 ft msl. The right engine was about 40 ft northeast of the main wreckage. The right wing separated just outboard of the right nacelle and came to rest on heading 192°. Fire consumed the inboard right wing, oriented on heading 020°. The left wing was also destroyed by fire, oriented on heading 204°. The rudder and right elevator were fire-destroyed; the left elevator was intact on heading 090°. The fuselage and instrument panel were destroyed by fire. Control cable continuity was established to all flight controls from attach points through tensile overload failures. Flap actuators were consumed. The left main landing gear was found retracted; the nose and right main landing gear separated during impact. The actuating arm indicated the landing gear was extended.
Continuity and compression were established on the right engine except cylinders 1, 3, and 5 due to impact damage. Significant thermal damage was observed near the engine-driven fuel pump. The fuel line from the pump to the fuel flow transducer was loose and movable by hand. Fuel strainer screens were clean, but each bowl contained burnt material. Both fuel selectors were on main tanks. Left engine continuity and compression were established; magnetos were thermally damaged and failed to spark.
The right propeller remained attached to the engine in the feathered position. Two blades were straight; the third exhibited S-bending. The left propeller remained attached; one blade was slightly bent forward at midspan, the other two separated—one straight, one fractured at midspan.
The left side of the right engine sustained heavy impact damage. Turbocharger pipes were displaced right; flange bolts sheared right. Air conditioning hoses were completely consumed by fire. Evidence of fire existed aft of the engine-driven fuel pump. The pump was discolored by fire. Fire sleeves on both fuel pump inlet and outlet hoses were burned away. The fuel outlet hose to the flow transducer was loose.
Medical and Pathological Information
An autopsy performed by the Larimer County Chief Medical Examiner attributed the cause of death to blunt force and thermal injuries. Toxicological screening by the FAA's Forensic Sciences laboratory found no evidence of carboxyhemoglobin or ethanol in blood, or drugs in urine. A cyanide test was not performed.