Wednesday, November 11, 2020

Landing Area Overshoot: Beechcraft 58P Baron, N60SH; accident occurred February 23, 2020 at Daniel Field Airport (KDNL), Augusta, Richmond County, Georgia

Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia

Investigation Docket - National Transportation Safety Board:

Location: Augusta, Georgia     
Accident Number: ERA20CA112
Date & Time: February 23, 2020, 14:15
Local Registration: N60SH
Aircraft: Beech 58 
Aircraft Damage: Substantial
Defining Event: Landing area overshoot
Injuries: 1 Minor
Flight Conducted Under: Part 91: General aviation - Positioning


At the conclusion of a positioning flight for maintenance, the pilot of the twin-engine airplane joined the airport traffic pattern at the destination airport. During the landing flare, the pilot began pulling back on what he thought were the throttle levers, but was instead the propeller control levers, which he pulled into the feather position. When the propellers started feathering, he thought that he had lost power on both engines. He landed the airplane "long" on the remaining runway. It subsequently traveled off the end of the runway, through the airport perimeter security fence, crossed a roadway, and came to rest. During the runway overrun, the airplane was substantially damaged.

After the accident, the pilot realized that he had been flying the twin-engine accident airplane like he typically flew his high performance single-engine airplane, and believed that was why he retarded the propeller control levers. Review of photographs provided by a Federal Aviation Administration (FAA) inspector showed that unlike the pilot's high performance single-engine airplane, which had its throttle control located on the left side of the control console with the propeller control in the middle, the twin engine accident airplane had its propeller control levers located on the left side of the control console and the throttle control levers in the middle. According to FAA Airworthiness records, the twin engine accident airplane was manufactured in 1980. Review of the twin-engine airplane manufacturer's technical information indicated that it was not until 1984 that the manufacturer changed the instrument panel layout and relocated the throttle, propeller, and mixture controls to industry-standard positions, similar to those in the pilot's high performance single-engine airplane.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to land and stop the airplane within the available runway, which resulted in a runway overrun. Contributing to the outcome was the pilot's inadvertent feathering of both propellers during approach to landing.


Personnel issues Incorrect action performance - Pilot
Aircraft Landing distance - Capability exceeded
Aircraft Propeller feather/reversing - Unintentional use/operation

Factual Information

History of Flight

Landing-flare/touchdown Landing area overshoot (Defining event)
Landing-flare/touchdown Miscellaneous/other
Landing-landing roll Runway excursion
Landing-landing roll Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Airline transport; Commercial 
Age: 76,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: 3-point
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations Last FAA Medical Exam: September 16, 2019
Occupational Pilot: Yes 
Last Flight Review or Equivalent: April 16, 2019
Flight Time: 7484 hours (Total, all aircraft), 580.7 hours (Total, this make and model), 7311.7 hours (Pilot In Command, all aircraft), 57.4 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Beech 
Registration: N60SH
Model/Series: 58 P 
Aircraft Category: Airplane
Year of Manufacture: 1980 
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: TJ-267
Landing Gear Type: Retractable - Tricycle 
Seats: 6
Date/Type of Last Inspection: March 22, 2019
Annual Certified Max Gross Wt.: 6200 lbs
Time Since Last Inspection: 
Engines: 2 Reciprocating
Airframe Total Time: 2873.9 Hrs as of last inspection
Engine Manufacturer: Continental
ELT: C91 installed, activated, did not aid in locating accident
Engine Model/Series: TSIO-520-WB
Registered Owner:
Rated Power: 325 Horsepower
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: DNL,422 ft msl 
Distance from Accident Site: 0 Nautical Miles
Observation Time: 13:53 Local 
Direction from Accident Site: 0°
Lowest Cloud Condition: Clear 
Visibility 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 120° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.21 inches Hg
Temperature/Dew Point: 16°C / -3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Augusta, GA (AGS )
Type of Flight Plan Filed: VFR/IFR
Destination: Augusta, GA (DNL ) 
Type of Clearance: VFR;VFR flight following
Departure Time: 14:05 Local 
Type of Airspace: Class G

Airport Information

Airport: Daniel Field DNL Runway 
Surface Type: Asphalt
Airport Elevation: 422 ft msl 
Runway Surface Condition: Dry
Runway Used: 11 IFR 
Approach: None
Runway Length/Width: 3733 ft / 100 ft
VFR Approach/Landing: Full stop

Wreckage and Impact Information

Crew Injuries: 1 Minor 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor 
Latitude, Longitude: 33.466667,-82.039443(est)


WARRANTY:  There is no warranty, express or implied for the information provided herein or the condition, useability, workability, operability or marketability of the aircraft salvage.  All times are approximate and the logbooks and aircraft should be inspected by each bidder BEFORE BIDDING.  Failure of the bidder to view the salvage or wreckage, or confirm any information provided is NOT grounds for a claim or withdrawal of bid after bid closing date.)   

HOURS estimated from logbooks or other information - not guaranteed or warranted

AIRCRAFT:  1980 Beechcraft 58P N60SH, s/n: TJ-267, Hobbs 2873.8 


#1 Engine:  Continental TSIO-520-WB/ 237557-R, overhauled 106.8
#2 Engine:  Continental TSIO 520-wb/ 237520-R, overhauled 258.5


#1 Prop:       Hartzell PHC-J2YF-2UF, current time 258.6                   
#2 Prop:       Hartzell PHC-J2YF-2UF, current time 258.6  


King KY 196
King KN 53
Garmin 345
Garmin 530W
Bendix Stormscope
King KMA 24
G4 Insight Engine Monitor

DESCRIPTION OF ACCIDENT:  On February 23, 2020, aircraft landed long, left runway, went through airport perimeter fencing, and across adjacent street.

DAMAGE:  Damage includes but may not be limited to:

LH & RH Propellers – Prop Strike with Bent Blades
LH & RH Engines –  Prop Strike Inspection
LH Main Gear – Sheared Off – Replace
LH Flap – Buckle – Replace
LH Aileron – Buckle – Replace
LH Wing – Buckle and Pointing Upward on Outer Portion – Replace
Airframe – Buckles on Side Skins LH Side Near Cabin
Airframe – Belly Damage
Airframe – LH Wing Pulled Away at Attachment Point
Nose gear Doors – Replace
Pitot Tube – Replace
Nose Cone – Replace
Radar – Replace
RH Wing – Buckle on Skins & Leading-Edge Damage – Replace
Both Propeller Spinners – Impact Damage – Replace
RH Flap – Tear in Skin – Possible Exchange

LOCATION OF AIRCRAFT: Atlanta Air Recovery

Insurer reserves the right to reject any and all bids. 
Salvage is as is/where is. 
The posting information is the best to our knowledge. 
An inspection of the salvage is highly recommended. 

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  1. Both props seem to be feathered? If he kept the power up and feathered the props (thinking he had retarded the throttles)is that what happens? Even with the power still up, he wouldn't be generating any thrust would he?

  2. Fortunate no vehicles were T-boned when the old pilot blew the landing (yeah I'm going to go ahead and say it: OLD pilot). That could have been fatal for vehicle occupants. That said, what a shame waste of a nice rare and relative for the age low time pressurized Baron. Low time 1980s models are fetching close to half a million on the market. Only 455 were built between 1969 and 1985 and they are solid 900nm 230kt cruise speeders at FL250 with four on board and weekend baggage with full tanks/45nm reserve. A retired airline pilot/former USAF pilot neighbor had one). He sold it around age 70 when he realized he was just not as "sharp" as he used to be and the Baron is a very demanding aircraft to stay ahead of like other high performance piston (or turboprop) twins. Wise pilot. Of course everyone ages differently - I just wonder how "sharp" this pilot's reaction and cognitive skills were at the time.