Beech B-60 accident near Madison, Alabama, January 18, 2010
On January 18, 2010 at about 7:45 pm local time, a Beech B-60, registered N810JA, was substantially damaged in an accident during enroute (cruise) near Madison, Alabama (Huntsville airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
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.
Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 18, 2010 · about 7:45 pm local time · cases in 2010
- Place
- Madison, Alabama · Huntsville · cases near this airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B-60 · all B-60s on the register
- Registration
- N810JA · no longer on the register · serial P-591
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The multiengine airplane was at an altitude of 6,000 feet when it experienced a catastrophic right engine failure, approximately 15 minutes after takeoff. The pilot elected to return to his departure airport, which was 30 miles away, instead of diverting to a suitable airport that was located about 10 miles away. The pilot reported that he was not able to maintain altitude and the airplane descended until it struck trees and impacted the ground, approximately 3 miles from the departure airport. The majority of the wreckage was consumed by fire. A 5 1/2 by 6-inch hole was observed in the top right portion of the crankcase. Examination of the right engine revealed that the No. 2 cylinder separated from the crankcase in flight. Two No. 2 cylinder studs were found to have fatigue fractures consistent with insufficient preload on their respective bolts. In addition, a fatigue fracture was observed on a portion of the right side of the crankcase, mostly perpendicular to the threaded bore of the cylinder stud. The rear top 3/8-inch and the 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 and .111 inches, respectively. The airplane had been operated for about 50 hours since its most recent annual inspection, which was performed about 8 months prior the accident. The right engine had been operated for about 1,425 hours since it was overhauled, and about 455 hours since the No. 2 cylinder was removed for the replacement of six cylinder studs. It was not clear why the pilot was unable to maintain altitude after the right engine failure; however, the airplane was easily capable of reaching an alternate airport had the pilot elected not to return to his departure airport.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Personnel issues › Action/decision › (general) › (general) › Pilot
- factor Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure other cases naming the engine
- Personnel issues › Task performance › Maintenance › Repair › Maintenance personnel
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,600 hours in all
- Medical certificate: Class 3
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 3,383 hours
- Last inspection: annual inspection, May 20, 2009; 50 hours since
- Maximum gross weight: 6,775 lb
- Seats: 6
- Landing gear: fixed
- Engine 1: Lycoming TI0-541 SER (piston); 0 hours total
- Engine 2: Lycoming TI0-541 SER (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: HSV Huntsville AL at 7:15 pm
- Destination: BNA Nashville TN
- Flight plan: IFR
- Runway 18R, 12,600 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 55°F (13°C), dew point 45°F (7°C)
- Altimeter: 30.04 inHg
- Observation at 7:53 pm from HSV, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
24 documents, released by the NTSB on June 2, 2011. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N810JA: not on the register today · the record of its deregistration
- Beechcraft B-60 186 registered today · the model family and its accident history
- Beechcraft 6 aircraft on the register
- Engine: Lycoming TI0-541 SER 273 aircraft carry this series today · as the NTSB recorded it
- Engine: Lycoming TI0-541 SER 273 aircraft carry this series today · as the NTSB recorded it
- Huntsville Intl-Carl T Jones Field · nearest airport
- Nashville International · bound for
- Accidents and incidents in Alabama 1,210 since 1982 · 172 in the last ten years
- Alabama 4,325 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/ERA10FA115.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.