FTW01FA015

The instructor reported a right engine fire and requested a straight-in approach for a northbound runway. The wind at the time of the accident was from the south-southeast at 8 knots. At the time the pilot reported the engine fire to air traffic control, the aircraft was positioned approximately 4 miles north of another airport, and approximately 18 miles south of the pilot's intended landing airport. Numerous witnesses, located at the airport, stated that they observed the airplane flying fast on approach. The pilot reported to air traffic control that "the gear [was] not operating" and that he had to go-around. He added that "one of the lights [was] not coming on." The air traffic controller informed the pilot that the landing gear appeared to be down and cleared him to land on either runway at his discretion. The pilot stated that he was going to land on the opposite runway from his initial approach. The controllers and witnesses reported that the airplane initiated a climb, slowed, then started to roll over to the right and pitch nose down. The airplane impacted the ground and a fire erupted upon impact. Examination of the wreckage revealed that the right propeller was not feathered and the landing gear were extended; however, the right main landing gear indicator light filament was found separated. The cause of the engine fire was not determined. According to the aircraft Pilot Operating Handbook, in the case of an engine fire in-flight, the pilot is to feather the affected engine's propeller and "land immediately." In addition, the instructions for a single-engine go-around require that the pilot retract the landing gear.

History of flight

On October 30, 2000, at 1824 central standard time, a Beech BE-76 twin-engine airplane (also known as a Dutchess), N23823, was destroyed when it impacted terrain during a go-around near the Richard Lloyd Jones Jr. Airport near Tulsa, Oklahoma. The airplane was registered to and operated by Christiansen Aviation, Inc., of Tulsa, Oklahoma. The flight instructor and the pilot receiving instruction were fatally injured. Night visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 instructional flight. The local flight departed the Richard Lloyd Jones Jr. Airport approximately 1530.

Air traffic control (ATC) personnel reported that the pilot radioed Tulsa Approach Control and stated that they were 4 miles north of the Okmulgee Airport (approximately 18 miles south of Richard Lloyd Jones Jr. Airport, RVS), and they had an engine on fire. At that time, the pilot requested a straight in landing on runway 1L at RVS. The ATC personnel asked the pilot to describe the problem again and the pilot reported an engine fire. The approach controller asked the pilot to indicate how many people were on board, how much fuel was on board, and which engine was on fire, to which the pilot responded 2 people, 2 hours of fuel, and the right engine. According to RVS tower personnel, they observed the airplane approach "fast," and saw smoke coming from the right engine. One controller reported seeing flames coming from the right engine. The pilot reported to the control tower that "the gear [was] not operating" and that he had to go-around. He added that "one of the lights [was] not coming on." The controller reported to the pilot that the landing gear appeared to be extended and cleared him to land on either runway at his discretion. The pilot indicated that he was going to attempt to land on runway 19R. The controllers stated that the airplane initiated a climb then started to roll over to the right and pitch nose down. The airplane impacted the ground and a fire erupted upon impact.

Numerous witnesses, located at various areas on the airport, reported that the airplane approached to runway 1L with a tailwind, and was "very fast on approach." The witnesses then heard an application of engine power, and the airplane pitched nose up and started to climb. The witnesses stated that the airplane then slowed and rolled right inverted and pitched nose down until it impacted the ground. Some of the witnesses stated that the landing gear appeared to be in the extended position.

Personnel information

The flight instructor obtained his multiengine instructor rating on May 7, 2000. He was issued a first class medical certificate on July 11, 2000, with the limitation, "must wear corrective lenses." A review of the flight instructor's logbooks revealed that he had accumulated approximately 1,398 total flight hours, 473 total multiengine airplane hours, and 877 hours of instruction given.

The pilot receiving instruction held a German-issued private pilot certificate and received an FAA-issued instrument airplane rating on March 22, 1995. The pilot obtained an FAA-issued airplane single engine sea rating on May 3, 2000. According to the application for that rating, the pilot had accumulated 390 hours of flight time. A review of the pilot's logbook revealed that the pilot was receiving flight training for a commercial certificate with an airplane multiengine land rating at the time of the accident. The pilot had passed the commercial written test on September 18, 2000. Review of the pilot and instructor logbooks revealed that the pilot had received 26.3 hours of multiengine instruction prior to the accident flight, of which 21.1 hours were in the accident airplane. The pilot had practiced "engine out & recovery" procedures during his most recent flight on October 28, 2000.

Aircraft information

The twin-engine airplane was manufactured in 1978 by Beechcraft Corporation (now known as Raytheon Aircraft Company). Installed on the aircraft were two Lycoming O-360-A1G6D engines. A review of the aircraft maintenance records revealed that the airplane underwent its last annual inspection on September 29, 2000, at an aircraft total time of 5,827.79 hours. At the time of the last annual, the right engine had accumulated 5,745.19 total hours and 3,784.42 hours since its last overhaul, and the left engine had accumulated 5,827.79 hours and 3,829.39 hours since its last overhaul. At the time of the accident, the airplane had accumulated a total of 5,921.33 hours. There was no evidence of open discrepancies in the aircraft flight logs and the aircraft maintenance records.

Meteorological information

At 1825, the RVS weather observation facility reported the wind from 150 degrees at 8 knots, clear sky, visibility 10 statute miles, temperature 73 degrees Fahrenheit, dew point 66 degrees Fahrenheit, and an altimeter setting of 30.01 inches of Mercury.

According to the U.S. Naval Observatory, sunset at Tulsa on October 30, 2000, occurred at 1730, and the end of civil twilight occurred at 1756.

Wreckage and impact information

The airplane came to rest intact within one mile northeast of the approach end of runway 19L in open and uneven terrain, adjacent to a 15-foot ditch. The airplane was upright and facing a 094-degree magnetic heading. The cockpit area, left side of the vertical stabilizer and horizontal stabilizer, and left wing sustained fire damage. Sections of the right wing also sustained fire damage. The left wing's leading edge was accordion crushed aft and its spar was bent aft. The right wing sustained upward compression damage from the bottom side.

The cockpit's engine controls for both engines were found in the full forward position and the landing gear handle was in the extended position. The vertical speed indicator was depicting a 1,250 foot/minute descent rate. The manifold pressure gauge depicted the left engine at 25 inches and the right engine at 29 inches. The left engine's tachometer was indicating 2,500 rpm and the right engine's tachometer was indicating 400 rpm.

Flight control continuity was confirmed from the cockpit area to the respective flight control surfaces. Both control yokes were found separated from their control columns. The airplane fuselage was lifted and the landing gear were found extended and bent aft. The landing gear indication lights were removed for further examination. The flap jack screw was extended 6 inches, which corresponds to a flaps retracted position.

The left engine's propeller was separated from the engine's crankshaft aft of the propeller hub. Both blades displayed leading edge rubbing and gouges.

The right engine propeller remained attached to the engine crankshaft. One blade was positioned in the 12 o'clock position, did not appear to be feathered, and did not display any leading edge damage or blade twisting. The other blade was found in the 6 o'clock position, did not appear to be feathered, was bent 90 degrees aft at the root, and displayed no leading edge damage.

The right engine cowling displayed dark black soot that streaked aft, initiating at the nose of the cowling and its firewall attachment areas. After removing the right engine cowling, it was noted that the right engine compartment was coated in dark black soot. Examination of the engine compartment revealed that the oil line connecting the oil cooler and oil filter adapter on the accessory case was separated at the oil filter adapter's fitting. The oil line and fitting were removed and sent to the NTSB Materials Laboratory in Washington, D.C., for further examination.

The throttle, mixture, and propeller controls on each engine were found in the mid power range, mid mixture range, and high RPM setting respectively. The fuel selectors for the left and right engines were found in