Event CHI99LA254

Factual narrative

On July 23, 1999, at 0723 central daylight time, a Beech G18S, N621KE, operated by May Air Express, received substantial damage during an emergency landing. The right engine experienced a total loss of engine power on initial climb from runway 12L (8,200 feet by 150 feet, dry grooved asphalt-concrete) at Minneapolis-Saint Paul International (MSP), Minneapolis, Minnesota. The 14 CFR Part 135 cargo flight was operating on an instrument flight rules (IFR) flight plan. The pilot reported no injuries. The flight was en route to Duluth, Minnesota. The pilot stated that he repositioned from Flying Cloud Airport, Minneapolis Minnesota, at 0515, to MSP. The pilot stated that he had completed a runup while number five for departure. He stated that his departure clearance from MSP was to turn to a heading of 020 degrees up to 4,000 feet. In describing the takeoff, the pilot reported that he had set the engine power to 33 inches of manifold pressure and started the takeoff roll. The tail then came up, "as it should have before 60 knots", and the landing gear was retracted after becoming airborne. Upon reaching 300 feet above the runway and approximately half way through a left turn to a heading of 020, he reported that the right engine lost power. The pilot added that he looked back at the runway and saw that there was probably enough runway remaining to execute a landing, so he brought the power back and headed towards the runway. He reported that his descent rate was "pretty great" and that it looked to him as if he was going to end up off the runway. He brought some power forward, then brought it back again. He then lowered the landing gear right at the last second in order to break the fall of the aircraft. He further stated that the gear collapsed and the aircraft skidded to the side of the runway. In a written statement, the pilot reported the following: "I reposition[ed] the aircraft from KFCM (Flying Cloud) at about 5:30 a.m. Every part of the flight was as routine. I loaded the aircraft with about 1900 lbs of Airborne Express freight, did a preflight, weight and balance etc. got my clearance and taxied from the S.W. cargo ramp to 12L at approx[imately] 0700. I was #6 in line behind 2 N.W.A. and 3 Bemidji Airlines Queen airs so I had plenty of time to do a thorough runup. Everything checked out and it became my turn for T.O. [take off]. I was cleared to taxi into position and hold w/ a N.W.A. 727 on 5 mile final. I brought power up to 15 inches MAP in order to let the engines warm up. I sat there for approx 2 min and was cleared to take off w/ a left turn to 020 climb 4000 ft. I brought power up to 33 inches MAP with a normal roll and T.O. I stay[ed] in ground effect raised the gear got blue line and climbed to about 300 ft AGL when my right engine suddenly lost all power. I had already started a left turn and was probably heading 080 when I lost the right engine. I pushed mixture, prop and throttles to full and made sure I was on main tanks w/ boost pumps on. I then made the immediate decision to return to the airport and attempt a landing. I pushed the nose over and turn[ed] back to land on Runway 12L. I was turning into the inop engine and it felt like the airplane was going to roll over on her back so I retarded the left engine to Idle. This caused my descent rate to increase dramatically so I brought the power forward again and it felt like I was going to go off the end w/ little runway left and it was rolling to the right again so I idled the left engine. With 50 ft over the runway my descent rate was extreme so I lowered the gear to take some of the impact. I flared out the airplane just flattened out and mushed onto the runway. The left main collapsed and I slid side ways for a time. The right engine then came alive and I pull[ed] both mixtures to Idle cutoff and came to a stop on the left hand side with about 700 feet to go. Examination of the airplane by the Federal Aviation administration revealed no anomalies. The temperature and dewpoint, at 0655, were 72 degrees F and 69 degrees F, respectively. A Carburetor Icing chart is included with this report. The aircraft departed off the 8,200-foot long runway 12L and while crossing 300 feet altitude and turning through 080 degrees to his assigned heading of 020, the right engine stopped developing power. The pilot checked the throttles, mixtures and propeller controls full forward, the boost pumps ON, and the fuel selected to the MAIN tanks. He then made the decision to turn back to runway 12L and execute an emergency landing. The pilot reported that as he turned into the dead engine he felt that 'the airplane was going to roll over on her back so I retarded the left engine to idle.' This resulted in a high sink rate, which the pilot attempted to correct with an increase in left engine power. Once again, the pilot felt as if he was losing control of the aircraft and again idled the left engine. He then lowered the landing gear, flattened the attitude and 'mushed' hard onto the runway. The left main landing gear collapsed and the right engine 'came alive' after which the pilot secured both mixtures. Post-crash examination by FAA personnel revealed no anomalies. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12