VFR Conditions Reported At Time Of The Crash
The NTSB has filed a preliminary report in an accident in
Madison, Alabama January 18th involving a Beechcraft B-60, in which
the right engine apparently failed before the aircraft went down.
The pilot and one passenger were killed in the incident.
This is preliminary information, subject to change, and may
contain errors. Any errors in this report will be corrected when
the final report has been completed.
On January 18, 2010, about 1350 CST, a Beechcraft B-60, N810JA,
was destroyed after it experienced a right engine failure and
impacted terrain in Madison, Alabama. The certificated private
pilot and a passenger were killed. Visual meteorological conditions
prevailed and an instrument flight rules flight plan was filed for
the flight that departed Huntsville International Airport (HSV),
Huntsville, Alabama, destined for Nashville International Airport
(BNA), Nashville, Tennessee. The airplane was owned by the pilot
and based in Decatur, Illinois.
According to preliminary information obtained from the Federal
Aviation Administration (FAA), the flight originated at Boca Raton,
Florida, and arrived at HSV about 1230. The airplane was
"topped-off" with 185 gallons of 100-low-lead aviation gasoline,
and departed at 1317. At 1330, the pilot reported that the airplane
had experience a right engine failure and that he wanted to return
to HSV. The airplane was subsequently cleared to land on runway
18R.
Witnesses observed the airplane flying toward the airport at a
low altitude, with the right engine not operating. One witness
stated that he also observed the right engine "cover or cowling
propped up." Another witness observed the airplane impact tree tops
and then "nose dive straight in the ground." The airplane was
engulfed in flames upon impact.
The airplane struck the tops of about 70-foot tall trees and
impacted the ground within a housing development, approximately 3
miles north-northeast of HSV. The initial ground scar was located
about 30 feet northeast of the main wreckage. Several freshly cut
tree branches, which exhibited 45-degree cuts were observed at the
accident site. The airplane came to rest upright, on a heading of
about 165-degrees magnetic. All major portions of the airplane were
accounted for at the accident site. The majority of the airframe,
which included the left wing, cabin, and the airframe structure aft
of the rear pressure bulkhead, was consumed by fire. The remaining
portions of the airframe and both engines sustained significant
fire damage.
The right engine throttle, mixture, and propeller controls in
the cockpit were observed in an aft position, and the fuel selector
was in the "OFF" position. The left engine throttle, mixture, and
propeller controls were observed in a forward position, and the
fuel selector was about 10 degrees left of the "ON" position.
Measurement of the left and right flap actuators corresponded
with a 0-degree flap position. The landing gear actuator was
consistent with the landing gear in the retracted position.
The airplane was equipped with two Lycoming TIO-541 series
engines.
File Photo
The right engine remained partially attached to the airframe.
The right engine propeller assembly was separated and partially
buried in the ground, near the initial ground scar. All three
propeller blades were in a low pitch position and did not display
evidence consistent with rotation. A 5 1/2 by 6 inch hole was
observed in the top right portion of the crankcase. In addition,
the crankcase was circumferentially cracked through the No’s
2 and 4 cylinders. The No. 1 cylinder assembly was separated from
the engine and located 40 feet beyond the main wreckage. Evidence
of chaffing was observed between the No’s 1 and 3 cylinder
cooling fins. The No. 1 connecting rod and connecting rod cap were
also separated and located in the debris path. The No. 1 piston and
piston pin were not recovered. The engine could not be rotated. All
spark plugs were removed and their electrodes were intact. A
borescope examination of cylinders 2 through 6, did not reveal any
anomalies. Both magnetos remained attached. The right magneto was
destroyed by fire. The left magneto was removed and sparked on all
towers when rotated by hand. Metallic debris was observed in the
oil sump; however, the oil filter was absent of visible metallic
debris. The right engine was retained for further examination.
The left engine was separated and located 28 feet prior to the
main wreckage. The propeller remained attached. All three propeller
blades displayed leading edge gouges and chordwise scratches
consistent with rotation. Both magnetos remained attached. The
right magneto was fire damaged and did not spark when rotated by
hand. The left magneto sparked on all towers when rotated. The
crankshaft was rotated via the crankshaft flange. Thumb compression
was attained and valve train continuity was observed on all
cylinders. All spark plugs were removed and their electrodes were
intact. Fuel was observed in the fuel inlet. The fuel inlet and oil
suction screens were absent of debris. A borescope examination of
all cylinders did not reveal any anomalies that would have
precluded normal engine operation.
Initial review of maintenance information revealed that the
airplane's most recent annual inspection was performed on May 20,
2009.
The pilot reported 1,600 hours of total flight experience; on
his most recent application for an FAA third-class medical
certificate, which was issued on November 4, 2009.