2 fatalities

Catastrophic Engine Failure and Pilot Decision-Making Error (N810JA)

Huntsville, United States of AmericaLanding (descent or approach)

On January 18, 2010, a Beechcraft 60 Duke (registration N810JA) operated by John M. White was involved in an aviation accident near Huntsville, United States of America during landing or approach. 2 people were killed. Investigators recorded the probable cause as: The pilot's failure to divert to the nearest suitable airport following a total loss of power in the right engine during cruise flight. Contributing to the accident was the total loss of power in the right engine due to separation of its No. This summary draws on records from the Bureau of Aircraft Accidents Archives (B3A); 1 related events involving the same aircraft type or operator are linked below.

Sourcesthe Bureau of Aircraft Accidents Archives (B3A)Primary reportUpdated 2026-06-11Data APIEditorial standards

A multiengine aircraft crashed after a catastrophic right engine failure caused by cylinder stud fatigue. The pilot chose to return to the departure airport, 30 miles away, instead of diverting to a suitable field 10 miles away, leading to a fatal impact.

Incident Overview

During cruise flight at an altitude of 6,000 feet, approximately 15 minutes after takeoff, a multiengine airplane suffered a catastrophic failure of its right engine. The pilot decided to return to the departure airport, which was located 30 miles from the incident site, rather than diverting to a suitable alternate airport situated about 10 miles away.

Accident Sequence

The pilot reported an inability to maintain altitude following the engine failure. Consequently, the aircraft descended and struck trees before impacting the ground approximately three miles from the departure airport. Post-accident examinations revealed that the majority of the wreckage was consumed by fire. A significant structural defect was identified in the top right portion of the crankcase, where a 5.5 by 6-inch hole was observed.

Technical Findings

Investigation of the right engine determined that the No. 2 cylinder had separated from the crankcase during flight. Two studs associated with this cylinder exhibited fatigue fractures consistent with insufficient preload on their respective bolts. Additionally, a fatigue fracture was found on the right side of the crankcase, oriented mostly perpendicular to the threaded bore of the cylinder stud.

Measurements indicated that the rear top 3/8-inch and front top 1/2-inch cylinder hold-down studs for the No. 2 cylinder exceeded the manufacturer's specified length from the case deck by .085 inches and .111 inches, respectively. The aircraft had accumulated approximately 50 hours of flight time since its last annual inspection, which occurred eight months prior to the accident. The right engine had operated for about 1,425 hours since overhaul and approximately 455 hours since the No. 2 cylinder was removed for the replacement of six cylinder studs.

Contributing Factors

While it remained unclear why the pilot was unable to maintain altitude after the power loss, investigators noted that the aircraft was capable of reaching an alternate airport had the pilot chosen not to return to the departure point.

Probable cause

The pilot's failure to divert to the nearest suitable airport following a total loss of power in the right engine during cruise flight. Contributing to the accident was the total loss of power in the right engine due to separation of its No. 2 cylinder as a result of fatigue cracks.