Mitsubishi MU-2 Marquise

After takeoff from Uchiza Airport, while climbing, the pilot reported engine problems to ATC and elected to return. On approach, he realized that a landing was not possible as weather conditions deteriorated rapidly. He then decided to attempt an emergency landing along the Huallaga River. Upon landing, the aircraft slid for few dozen meters and eventually came to rest upside down. Both occupants escaped uninjured while the aircraft was damaged beyond repair.

After departing Santa Monica at night, Mitsubishi MU-2 pilot contacted tracon for clearance thru TCA at 6,500 feet. Tracon tried to get automated VFR handoff to ARTCC, but was unable. Radar service was terminated and pilot contacted (non-radar equipped) Santa Barbara FSS (home airport). He was advised weather was 500 feet scattered, 2,700 feet broken, 4,000 feet overcast, visibility 6 miles with fog. Pilot had not filed flight plan and began a VOR runway 25 approach without obtaining clearance. As he continued inbound, MU-2 descended thru clouds and converged with Fairchild SA227 that was on IFR approach to airport. ARTCC controller, who had been controlling SA227, advised FSS specialist of situation. Pilots of both aircraft were advised of other aircraft's position. MU-2 pilot did not respond when asked if he was in IMC. MU-2 plt reported 7 or 8 miles out on VOR approach. He was told again of SA227 on final approach and to phone ARTCC after landing. No further radio calls were received from MU-2 pilot. Radar data showed MU-2 converged with 400 feet of SA227. Pilot began left turn over shoreline as if to circle for spacing, but MU-2 entered descent and crashed in ocean. Examination of light bulbs indicated master caution and battery over temp lights were illuminated during impact. All four occupants were killed.

The twin engine aircraft departed Chailley Airport (Yonne) on a short flight to Troyes, Aube, carrying one passenger and two pilots. While approaching Troyes-Barberey Airport at an altitude of 6,000 feet, the aircraft entered an uncontrolled descent and crashed in a field located near Macey, about 6 km west of the airport. The aircraft was destroyed and all three occupants were killed.
Crew:
David Deutsch, pilot,
Christian Gazenge, copilot,
Passenger:
Patrick Bourgoin.

The pilots of Mitsubishi MU-2, N106MA, and a Cessna 310 with no registration number elected to fly in formation at night, though neither pilot had formal training in formation flying nor experience in night formation. They joined up in flight and the MU-2 pilot was flying on the wing of the Cessna 310. The MU-2 pilot communicated that he was going to change positions from the right side to the left side of the 310C. The Cessna 310 pilot and his passenger lost sight of the MU-2 when it dropped back to a position in the rear of the Cessna 310. Soon thereafter, the two aircraft collided and the MU-2 went out of control and crashed. The right horizontal stabilizer was torn from the Cessna 310 and the 310's empennage, right wing and props were damaged, but it was landed without injury to its occupants. An investigation revealed the tail light of the Cessna 310 was inoperative. Sole on board, the pilot was killed.

Airplane was departing on a required maintenance test flight following replacement of both engines. Witnesses stated that the takeoff roll and initial climb appeared normal, but that at about 500 feet agl, the airplane entered a right bank which continued until the wings were vertical and the nose fell through. Airplane impacted in an inverted steep nose down attitude. Examination of wreckage revealed that the right engine had been secured and feathered. Subsequent investigation did not reveal any evidence of pre-impact failure or malfunction of either engine or any of the airframe systems. Engine mounting/rigging continuity could not be established due to impact damage. The pilot was a principal in the operator's organization and not one of the regular line pilots. Evidence indicated that the gear was up and that the left spoiler was deployed at impact. Emerg procedure taught in transition training is to use rudder trim as soon as possible after engine failure to preclude deployment of spoilers. Rudder trim found in neutral position. All three occupants were killed.

Crashed on approach in foggy conditions while performing a cargo flight from Bankstown with bank notes on board. The pilot, sole on board, was killed.

On a previous flight, low power was noted in the right engine, the right engine fuel flow was 5 to 8 gal/hr less than the left engine and the right engine temperature (itt) was about 500° less than the left. A decision was made to ferry the aircraft to a maint facility to have the right engine examined. The pilot took off on a 5,186 feet runway (unrway 02C) with a light tail wind in 95° temperature, though the airport had longer runways (7,702 feet, 8,000 feet and 8,500 feet). A witness noted the aircraft lifted off at the end of the runway (charts showed the takeoff roll with normal power should have been about 3,100 feet). Witnesses reported the aircraft remained low (nearly hitting a 55 feet light standard) until it rolled right and 'dropped like a rock.' Impact occurred in a right wing low attitude about 2 miles from the departure end of runway 02C. The aircraft was extensively damaged by impact and fire; no preimpact part failure was found. Both engines had evidence of engine rotation at the time of impact. The operator's lead mechanic had reported for duty about 3 hours before the accident flight, but he had not been informed of the engine problem before the aircraft took off. The pilot, sole on board, was killed.

Crashed in unknown circumstances somewhere in Japan. Crew fate unknown. Operated by the Japan Ground Self-Defence Force (JGSDF).

Before takeoff, San Angelo AFSS briefer told the pilot computers were down in south Texas for 1.5 hours and no current weather info was available. Current weather info was available at nws at Midland and FSS's at Midland, McAlester and De Ridder, but the pilot didn't call these, nor did the briefer advise him to do so. Pilot didn't update weather in flight. About 38 minutes after takeoff, in area of potential icing, aircraft slowed from 270 to 150 knots ground speed in 4 minutes, then slowed to 100 knots in next 12 seconds. About 33 seconds before reaching 100 knots, pilot requested descent from 15,000 feet to 13,000 feet. At that time, true ground track was approximately 080° with wind aloft about 213° at 43 knots. Before ATC could clear descent, aircraft descended to 14,800 feet, then radar contact was lost after one return at 9,700 feet. Descent rate between last 2 altitudes: 12,750 fpm. No preimpact malfunction was found. IMC existed above 12,500 feet. Freezing level was forecasted at 10,000 feet to 12,000 feet. Aircraft was certified for flight in known icing conditions, but status of anti-ice/deice equipment wasn't determined due to impact/fire damage. Low levels of ethanol were found in tox samples from all occupants; however, there was evidence that the tox samples were unreliable. All five occupants were killed.

Witnesses reported that shortly after lift-off, the aircraft entered an unusually steep, nose high attitude, while still at low airspeed. One witness (an ATP pilot) reported the aircraft attained an altitude of approximately 75 to 100 feet and appeared to slow down and enter a VMC roll, then it crashed. Impact occurred in an inverted, nose down attitude, left of the runway. An investigation revealed that a coupling shaft (PN 865888-3) had failed in the left engine and the left prop had feathered. A metallurgical examination of the coupling showed evidence of fatigue. One pilot was killed and three other occupants were injured, one seriously.