NTSB Factual Report

On October 3, 2004, at 1520 central daylight time, a Piper PA-23-180, N173DC, piloted by a commercial pilot, was destroyed by a post-impact fire subsequent to a forced landing after takeoff from runway 31 (4,401 feet by 100 feet, dry asphalt) at the Beatrice Municipal Airport (BIE), Beatrice, Nebraska. Visual meteorological conditions prevailed at the time of the accident. The flight was operating under the provisions of 14 CFR Part 91 without a flight plan. The pilot, the sole occupant, reported serious injuries. The flight was originating at the time of the accident and had the intended destination of Albany Municipal Airport (K19), Albany, Missouri.

According to the pilot, he performed a precautionary landing at BIE after noticing the exhaust gas temperature indicator for the number one cylinder of the right engine showed elevated temperatures (1,600 - 1,900 degrees). The pilot reported that the other engine instruments showed "normal" indications. The pilot stated that he reduced the power on the right engine to about 18 inches of manifold pressure and the cylinder temperature stabilized at about 1,400 degrees. The pilot reported making an uneventful landing at BIE.

The pilot reported that he called his mechanic to discuss the elevated cylinder temperature condition, and they decided that "it was most likely an instrument or probe issue as there was no corroborating systems." The pilot stated he had experienced the same problem about 4 months earlier and no problems were found with the engine when inspected by an airframe and powerplant mechanic. The pilot reported that he "decided to fly on home" and have his mechanic inspect the airplane the following day.

The pilot fueled the main fuel tanks with 72 total gallons of 100 low-lead aviation fuel prior to departing BIE. The pilot reported that the winds favored runway 31. The pilot stated that he held the brakes as he increased power on both engines to 22 inches of manifold pressure. The pilot reported that he released the brakes and accelerated through redline and rotated without anomalies.

The pilot stated that during initial climb, between 30 and 60 feet above ground level, he observed the right engine exhaust gas temperature "going through the high limit" which was followed by a "whooshing air sound and violent yaw to the right." The pilot reported that he leveled the airplane and "verified right engine [zero] thrust." The pilot stated that the airplane then experienced a left yaw as the "right engine briefly comes back." The pilot reported that the right engine then lost all power and he feathered the right propeller.

The pilot reported that the airplane was "still low and slow" and it "never got to blue line [Vyse] or enough altitude to nose down for airspeed." The pilot stated that he did not have "enough altitude or climb power" to clear the power lines off the north side of the airport. The pilot reported that he did not have "enough airspeed for effective directional control" and he "continued shallow right turn with continued buffeting." The pilot stated he decided to land diagonally across highway 77. The aircraft impacted a highway embankment and a post-impact fire ensued.

Federal Aviation Administration (FAA) inspectors and a representative from the engine manufacturer examined the wreckage. The airframe was destroyed by the post-impact fire.

Both propellers were found in the feathered position. The fuel selector valves were positioned on the main fuel tanks. The engines were removed from the airframe for additional examination. Engine crankshaft and valve train continuity was established on both the left and right engines. There was compression and suction on all cylinders when the propellers were rotated. All cylinders were inspected using a lighted borescope and no anomalies were noted. The number one cylinder on the right engine was removed and inspected. No anomalies were noted with the cylinder.

Both carburetors were found separated from their respective engines. Both carburetor inlet fuel screens were removed and inspected. No contaminates were noted on either inlet fuel screen. Both engine induction systems were damaged by the post-impact fire.

Both engine accessory sections were damaged by the post-impact fire. Fire damage precluded any inspection of the magnetos their respective ignition harnesses. The sparkplugs on the left engine displayed wear signatures consistent with mid-service life. The sparkplugs on the right engine displayed wear signatures consistent with low-service life.

Both oil systems were damaged by the post-impact fire. Both oil suction screens were removed and inspected. No contaminants were noted on either screen.

The left engine turbocharger rotated freely and its exhaust by-pass valve was in the open position. The right engine turbocharger was fire damaged and would not rotate. The right exhaust by-pass valve was in the open position.

No discrepancies were found with either engine that would have prevented normal operation.

A fuel sample was taken from the source that fueled the accident airplane prior to the accident. The fuel sample was examined and was void of visible contamination and/or water.

NTSB Probable Cause

The loss of right engine power undetermined reasons. Factors to the accident were the loss of engine power at a low altitude and below the single engine best rate of climb airspeed (Vyse), and the unsuitable terrain encountered during the subsequent forced landing.