Mitsubishi MU-2 Marquise

After making a refueling stop, the pilot took off at night and was cruising at FL200. After about 30 minutes of flight, the right engine fuel filter bypass warning light illuminated. About 2 minutes later, the same warning light for the left engine illuminated. Soon thereafter the right engine, then the left engine, lost power. The pilot made a forced landing on a moving ice pack in the Bering sea, which resulted in substantial damage. Ice was found in the engine and main fuel screens. Significant amounts of water and/or ice were found in 3 tanks, which had been refueled before takeoff. A higher than normal amount of water was also found in the fuel sample taken from the nozzle of the refueling tanker. The flight manual required that an approved ice inhibitor be added to the fuel, if not premixed. Fuel at the refueling stop was not premixed and the pilot had no icing inhibitor (prist) with him on this flight. He did not drain fuel from the tanks during preflight, since the temperature was so cold he feared the drain might freeze open.

In preparation for a cross country flight with takeoff occurring during a snow storm, the aircraft was loaded in the hangar and towed out by fbo personnel. Following the tow, the torque link was not properly connected and separated during the takeoff run. Due to a loss of nose wheel steering, the takeoff was aborted. The aircraft departed the side of the runway during the abort and the nose wheel was sheared off causing damage to both engines, wings, the fuselage, and landing gear. All four occupants escaped uninjured.

The PA-32, N82419, had been receiving atc radar services en route to the Greenwood Municipal Airport. Radar services were terminated 3 miles from the airport. The MU-2, N74FB, had just taken off from the airport, and had reported to ATC in anticipation of receiving his IFR clearance. The flight had not yet been identified on radar. The two airplanes collided approximately 2 miles from the airport at 2,100 feet msl. The collision took place just outside and to the east of the Indianapolis airport radar service area (arsa). The MU-2 track was 066°, and the PA-32 track was 174°. The pax/pilot on the PA-32 took control of the airplane and was able to make a controlled landing. Guidance for traffic pattern operations and recommended arrival and departure procedures is found in the airman's information manual. All five occupants on board the MU-2 were killed.

The 74 year old pilot and his wife were on a trip to attend a funeral. A witness, who heard the airplane overhead, reported that it sounded low and at least one engine was operating. He reported that when he looked up, the airplane was in a dive, spinning slowly; however, the airplane did not make a complete revolution. Radar data showed the airplane in a left descending turn at approximately 2000 feet per minute. The airplane impacted the ground about 3 miles west of the airport in a near vertical descent, and much of the forward section had penetrated the ground. There was a post-crash fire. Examination of the airplane and various actuators confirmed that the landing gear was retracted, flaps were extended 5°, elevator and aileron trim were neutral, and the rudder was positioned 3° left. Examination of the engine confirmed internal/rotational damage. Both occupants were killed.

The flight had departed the Alamogordo-White Sands Regional Airport after a fuel stop. The pilot had earlier indicated to ATC that he was unfamiliar with the area. Prior to departure at 2321 the pilot was informed that departure radar was out of service. The flight departed with a VFR departure. At 2324 the pilot was advised that radar was back in service, and confirmed that the aircraft was climbing thru 5,300 feet. Discussion ensued between the pilot and controller concerning terrain clearance. At 2324 the pilot indicated he was turning left due to not being sure if a hill was in his path. The airplane impacted a mountain at 6,100 feet msl, 1,500 feet below the summit. The minimum vectoring altitude in the area was 11,000 feet. The aircraft disintegrated on impact and all six occupants were killed.

The twin engine aircraft was completing a liaison flight from China Lake on behalf of the US Navy, carrying seven US Navy personnels and two pilots. On final approach in good weather conditions, the aircraft struck the ground in a relative flat attitude about 800 metres short of runway 22, slid for about 200 metres and came to rest. All seven passengers were seriously injured and both crew members (Lt David W. Garnett and Aean Lorenzo Rodriguez) were killed.

While on a positioning flight from Saposoa – Uchiza, the twin engine aircraft disappeared from radar screens and the pilot did not send any distress call. The wreckage was found in a jungle near Campanilla and both occupants were killed. Weather conditions were considered as good but it is possible that is deteriorated locally.

The airplane impacted mountainous terrain approximately 10.5 dme from the airport while executing a LOC/DME instrument approach. The airplane was configured for landing. The elevator trim jackscrew was approximately 18° nose up. The altitude preselect, coupled to the sperry autopilot system, was set at 9,500 feet. Minimum descent altitude until reaching the final approach fix is 9,500 feet. Final approach fix is located at 9.3 dme. Twenty four prescription and nonprescription drugs were found aboard the airplane. The pilot's toxicology report disclosed 0.206 (ug/ml, ug/g) chlorpheniramine, an antihistamine, in his liver fluid. According to an FAA flight surgeon, this would equate to approximately .034 ug/ml in blood. Therapeutic dosage is .01 to .04 ug/ml. The drug is contraindicated for flying due to its capability of producing drowsiness. Chlorpheniramine is an ingredient found in comtrex, one of the drugs found aboard the airplane. All six occupants were killed.

On approach to Stuttgart-Echterdingen Airport, the pilot apparently forgot to lower the landing gear. It is believed he tried to lower them just before touchdown but the aircraft landed on its belly (the undercarriage were partially extended) and slid for few dozen metres before coming to rest. The pilot was uninjured and the aircraft was damaged beyond repair.

After takeoff from runway 29 at Campbell River Airport, while climbing to a height of about 200 feet, the twin engine aircraft initiated a right turn then lost altitude. The right wing struck trees and the aircraft crashed 100 metres further, some 1,350 metres past the runway end. The aircraft was destroyed and all three occupants were killed. It was reported that the pilot encountered engine problems prior to departure from Campbell River. When the right engine was started, witnesses heard a rumbling sound and the pilot shut the engine down. Shortly later, both engines were started again and the pilot taxied for departure. A first takeoff procedure was rejected and the pilot returned to the ramp to proceed tests on engine and propeller governors for about 18 minutes. During this time, it was observed that the right propeller stopped at least once while the left engine was running normally.