ATL05FA013

At about the 3,000-foot marker on the 8,000-foot long runway witnesses saw the airplane at about 100 to 150-feet above the ground with the landing gear retracted when they heard a loud "bang". They said the airplane made no attempt to land on the remaining 5,000 feet of runway after the noise. The airplane continued climbing and seemed to gain a little altitude before passing the end of the runway. At that point the airplane began a right descending turn and was in a 60 to 80 degree right bank, nose low attitude when they lost sight of it. The airplane collided with the ground about 8/10 of a mile from the departure end of runway 34 in a residential area. Examination of the critical left engine found no pre-impact mechanical malfunction. Examination of the right engine found galling on all of the connecting rods. Dirt and particular contaminants were found embedded on all of the bearings, and spalling was observed on all of the cam followers. The oil suction screen was found clean, The oil filter was found contaminated with ferrous and non-ferrous small particles. The number 3 cylinder connecting rod yoke was broken on one side of the rod cap and separated into two pieces. Heavy secondary damage was noted with no signs of heat distress. Examination of the engine logbooks revealed that both engine's had been overhauled in1986. In 1992, the airplane was registered in the Dominican Republic and the last maintenance entry indicated that the left and right engines underwent an inspection 754.3 hours since major overhaul. There were no other maintenance entries in the logbooks until the airplane was sold and moved to the United States in 2002. All three blades of the right propeller were found in the low pitch position, confirming that the pilot did not feather the right propeller as outlined in the pilots operating hand book, under emergency procedures following a loss of engine power during takeoff.

History of flight

On October 27, 2004 at 1050 eastern daylight time, a Beech BE-60, N611JC, registered to a private individual and operated by the airline transport pilot, collided with the ground shortly after takeoff from runway 34, at the Asheville Regional Airport, in Asheville, North Carolina. The business flight was operated under the provisions of Title 14, CFR Part 91, and instrument flight rules. Instrument meteorological conditions prevailed and an instrument flight plan was filed. The airplane sustained substantial damage. The air transport pilot, pilot rated passenger, and two other passengers received fatal injuries. The flight originated from the Asheville Regional Airport Asheville,North Carolina, on October 27, 2004 at the time of the accident.

According to witnesses, the pilot had difficulty starting the right engine. Once it started the pilot immediately taxied to runway 34 and began his takeoff roll. At about the 3,000-foot marker on the 8,000-foot long runway adjacent to taxiway 'K', witnesses saw the airplane at about 100 to 150 feet above the ground with the landing gear retracted when they heard a loud "bang". They said the airplane made no attempt to land on the remaining runway after the noise. The airplane continued climbing and seemed to gain a little altitude before passing the end of the runway. At that point the airplane began a right descending turn and was in a 60 to 80 degree right bank, nose low attitude when they lost sight of it. A few minutes later they heard the fire department responding. The airplane collided with the ground about 3/4 mile from the departure end of runway 34 in a residential area.

Personnel information

A review of information on file with the Federal Aviation Administration Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued an Airline Transport Pilot Certificate with ratings for airplane single engine land, airplane multiengine land with type ratings in the HS-125 and Lear Jet. A review of records on file with the FAA aero Medical Records revealed the pilot held a first class medical certificate issued on February 8, 2004, with a restriction that he must possess glasses for near and intermediate vision. The pilot reported on his application for the medical certificate that he had accumulated 13,400 total flight hours. The pilots personal logbook was not located for examination.

Aircraft information

Examination of the left and right engine logbooks revealed that both engine's had a factory overhaul on June 26, 1986, by Lycoming Engines, Williamsport, Pennsylvania. On February 12, 1992, the airplane was registered in the Dominica Republic and the last maintenance entry indicated that the left and right engines underwent an inspection and the total time shown on both engines was 754.3 hours since major overhaul. There were no other maintenance entries in the logbooks until the airplane was sold and moved to the United States and issued a standard airworthiness certificate by the Federal Aviation Administration on November 13, 2002, with the registration number N611JC. Examination of the left engine logbook revealed that it was a Lycoming TIO-541-E1C4, SN: RL-1752-59, rated at 380 horse power. The engine total time since overhaul was 829.3 hours as of its last annual inspection dated December 29, 2003. The logbook reflected that the engine hour meter was inoperative as of that date. Examination of the right engine logbook revealed that it was a Lycoming TIO-541-E1C4, SN: RL-1047-59, rated at 380 horse power. The engine total time since overhaul was 829.3 hours as of its last annual inspection dated December 29, 2003. The logbook reflected that the engine hour meter was inoperative as of that date.

Meteorological information

The nearest weather reporting facility at the time of the accident was Asheville, North Carolina. The 1022 surface weather observation was: wind calm, visibility one and one half statute miles, light rain, mist, ceiling three hundred broken, three thousand seven hundred broken, four thousand six hundred overcast, temperature one five, dew point one three, altimeter three zero two three. The 1054 surface weather observation was: wind calm, visibility one and one half statute miles, mist ceiling five hundred broken, four thousand seven hundred broken, five thousand five hundred overcast, temperature one five, dew point one four, altimeter three zero two three. Instrument meteorological conditions prevailed at the time of the accident.

Wreckage and impact information

The wreckage was located near a private residence adjacent to a large pasture. The airplane came to rest approximately 8/10 of a mile off the departure end of runway 34. Both propellers were found separated from their engines aft of the propeller mounting flange and were buried in the ground at the initial impact crater. The fuselage and wings were found 47-feet from the propellers, facing on a 120-degree heading. The debris path was orientated on a heading of 040-degrees magnetic.

The forward baggage compartment and nose cone separated from the fuselage and was found under the center section of the fuselage. The forward baggage door separated from the fuselage and was found next to the left propeller. The door exhibited compression damage in an aft direction on the forward edge of the door.

Both wings remained attached to the fuselage. The leading edge of the left wing was crushed aft to the main spar. The left wingtip and winglet separated and were found 34-feet from the main wreckage. The left flap and aileron remained attached to the wing. The left flap actuator measured 1.75-inches, which corresponded to Flaps-up.

The right wing aileron and flap separated from the wing. The wing and right engine cowling was covered with what appeared to be engine oil. The right wingtip separated and was found under the fuselage center section. The right wing exhibited accordion-type crushing in an aft direction from the outboard edge of the engine cowling. The right flap actuator was destroyed.

Flight control continuity was confirmed from both wing aileron bell cranks to the carry through structure. Flight control continuity was confirmed from the elevator and rudder to the forward side of the main spar. The left control column was found intact and attached to the control wheel. The control wheel was found bent to the right, and the right horn had separated. The right control wheel and column were intact. Both control columns were found separated from their flight control cables. The left and right horizontal stabilizers were found attached to the separated section of the aft fuselage. The left elevator remained attached to the stabilizer but had separated into two pieces at the outboard edge of the elevator trim tab. Both elevator counterweights remained attached. The rudder and vertical stabilizer exhibited compression wrinkling on the upper surface but remained attached to the separated section of the fuselage.

The rudder trim actuator measured 3.2-inches, which corresponded to 5-degrees tab right. The elevator trim actuator measured 4.75-inches, which corresponded to 5-degrees tab up. The aileron trim actuator measured 1.5 inches, which corresponded to 2-degrees tab down.

The left main landing gear assembly was found partially extended and attached to the left wing. The tire was inflated, and the rim was found intact. The right main gear was found retracted, and the gear door exhibited very little damage. The nose gear was found separated from the gear strut. The landing gear actuator was examined, and the landing gear was found to be retracted at the time of the impact.

The instrument panel was displaced in an aft direction towards the pilot and copilot seats. Most of the instruments were found separated from the instrument panel. The copilot instrument panel was found in a bush toward the right side of the fuselage.

Examinati