Beech B24R accident near Anchorage, Alaska, May 9, 2000
On May 9, 2000 at about 9:40 pm local time, a Beech B24R, registered N6951R, was substantially damaged in an accident near Anchorage, Alaska (Merrill Field). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A fatigue failure of the crankcase through bolt, the separation of number 3 cylinder assembly, and the inadequate maintenance/service of the airplane by company maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 2000 · about 9:40 pm local time
- Place
- Anchorage, Alaska · Merrill Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B24R · all B24Rs on the register
- Registration
- N6951R · registry record · serial MC-316
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The first pilot, a certificated flight instructor, was providing flight instruction to the second pilot, a certificated private pilot. While returning to the airport, during the initial descent, the engine began to run rough, and lose power. The roughness improved momentarily, followed by a severe engine vibration, a loud bang, and complete loss of engine power. During a forced landing in a densely populated neighborhood, the airplane struck a power line, veered to the right, collided with the street, and came to rest in the front yard of a daycare center. Examination of the engine revealed the number 3 cylinder was broken free at the crankcase-mounting flange. A metallurgical examination of the number 4 position crankcase thru-bolt showed signs of fatigue cracking that emanated from the thread root. In addition, the cylinder flange mating surface displayed signs of fretting damage consistent with relative movement between the cylinder and the crankcase. The operator's director of maintenance stated that about 40 hours before the accident, he repaired a substantial oil leak between the number 3 cylinder, and the engine crankcase. He said that in the process of the repair he removed the number 4 position crankcase thru-bolt nut, applied an engine sealant, reinstalled the through bolt nut, and torqued the nut in accordance with the Lycoming overhaul manual. There was no engine log book entry pertaining to the engine total time, aircraft total time, or date when this repair was accomplished.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 523 hours in all; 45 in this make and model; 255 in the last 90 days; 126 in the last 30 days; 465 as pilot in command; 211 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,137 hours
- Last inspection: 100-hour inspection, April 25, 2000; 41 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360A1B6 (piston); 0 hours total
The flight
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 20,000 ft
- Temperature: 52°F (11°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 4:40 pm from PAM, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.