On June 4, 1997, at 1716 mountain daylight time, a Beech 60, N7396D, was substantially damaged when it collided with terrain during landing at Pueblo, Colorado. The private pilot and two passengers were not injured. Visual meteorological conditions prevailed, and an IFR flight plan had been filed for the business flight conducted under Title 14 CFR Part 91. The flight originated at Las Vegas, Nevada, on June 4, approximately 1315 Pacific daylight time, and was en route to Goodland, Kansas. In his accident report, the pilot said the right engine lost power while the airplane was in cruise flight at 11,000 feet. He attempted to feather the propeller, but was unsuccessful. The airplane began losing altitude and the pilot was unable to arrest the descent. He returned the right throttle to the full power position, declared an emergency, and diverted to the nearest suitable airport. As the airplane approached Pueblo Memorial Airport, the pilot saw that he was almost perpendicular to the runway of intended landing (26R), about 50 feet above the ground, and at low airspeed. As he turned to align the airplane with the runway, the right main landing gear struck the runway. The pilot lost directional control and the airplane skidded sideways. The landing gear collapsed and the airplane slid to a halt east of taxiway J. The pilot reported both propellers, right wing, and underside were damaged. In a subsequent telephone interview, the pilot said the right engine began to lose power; specifically, manifold pressure dropped to "about half of what it should have been." The pilot said he secured the engine. Information received from personnel at the accident site indicated significant damage to the left propeller but little damage to the right propeller. Both engines were shipped back to the Textron Lycoming factory in Williamsport, Pennsylvania, for functional testing. The right engine was tested on September 9 and the left engine was tested on September 10. According to the FAA inspector's statement, "both engines performed within the parameters of the manufacturer's specifications" and "there were no significant abnormalities noted." According to Textron Lycoming's report, examination of the left engine disclosed the right magneto's no. 1 bottom tower and ignition harness were burnt. The report noted that "this condition did not affect the engine run, but if operated at high altitudes the magneto could cross-fire and create engine problems." Examination of the right engine disclosed damage to the no. 4 cylinder drain line, and the no. 4 exhaust pipe was cracked and bulged outward. In addition, the exhaust cables were not installed in accordance with Textron Lycoming Service Bulletin 479. These discrepancies, however, had no effect on the engine run. According to the Beech Aircraft Corporation, the Beech 60 at 11,000 feet (outside air temperature 14 degrees C., standard adiabatic lapse rate and maximum gross weight assumed) will have approximately a 200 feet per minute single engine rate of climb. Single engine service ceiling is 15,700 feet.