Date: 201307
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Duke 60
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing through FL190; I experienced an engine failure; left side. Prior to this; I had a normal VFR departure; picked up my IFR flight plan; and was cleared radar vectors; then direct to my destination. I had been cleared first to 3;000 then to 5;000; then to 8;000 then to FL230 then to FL240 with a request from ATC to expedite my climb from 8;000 to 13;000; which I did. I then shallowed by climb and continued. Soon after climbing through FL190; there was a loud bang. The inboard cowl door on the left engine was torn from the hinges below and I could see the valve cover for cylinder number 2 on the left engine. The forward portion of the cowl door was folded back acting like an air-scoop.I turned off the autopilot; notified ATC and declared an emergency. I requested vectors my departure airport. I was assigned a heading and cleared to 14;000 FT. A second ATC Controller then got on the radio while we discussed best options. I was; at the same time; attempting to feather the left prop and secure the left engine. ATC then asked me to describe the situation. I describe the appearance of the left engine cowl and door.I realized that with full rudder; and appropriate aileron input; I had trouble maintaining a heading. I continue to adjust until I was able to do so. I discovered that maintaining 14;000 FT was difficult without slowing to a speed where the controls felt sluggish and directional control was more difficult. I asked to continue my descent. I communicated with ATC that I was unable to maintain 14;000 without slowing to an airspeed where control input was degrading. ATC recommended with my described situation that I land closer and suggested ZZZ. I agreed. ATC asked if I preferred right or left turns. I stated left turns.I continued a descent at about 800 to 1;000 FT per minute. This allowed me to maintain 120 KIAS where controls continued to be responsive. As I neared ZZZ; I requested CTAF frequency; runway length and airport altitude. ATC cleared me to CTAF and I transmitted; engine out; emergency landing; 23. I approach ZZZ at about 5;000 FT on a downwind to Runway 23. I executed a left turn to base about 3 NM northeast of the field. I then went to gear down and full flaps; and cut power for a dead-stick landing. I crossed the numbers at about 120 KIAS ballooned after touchdown and completed the landing. The FBO was ready with cars and tugs. There was no Crash Fire-Rescue equipment visible to me. Overhead jet traffic confirmed that I was on the ground; gave me a phone number for Center. I called Center after shutting down the right engine.I was the only soul on board. There was no further damage to the airplane; and no injuries.




Synopsis: BE60 pilot experiences an engine failure climbing through FL190 resulting in cowl damage and a significant increase in drag. After declaring an emergency and requesting vectors to the departure airport; ATC suggests landing at the nearest suitable airport which is accepted. A safe landing ensues.