Mississippi

During an IFR arrival, vectors were provided for an ILS runway 16L approach. While on assigned heading and altitude of 270 degrees and 3,000 feet, about 8 miles north of the final approach fix, the pilot was told to turn left to 185 degrees and maintain 2,200 feet until established on the localizer, then he was cleared for the approach. The pilot acknowledged the instructions. About 1 minute later, communication and radar contact with the airplane were lost. Eye witnesses near the accident site observed the airplane as it descended below the cloud layer. The airplane was described as being in a steep left bank with the nose down. Witnesses also stated that the engines were revving. Within seconds of the visual sighting, the airplane crashed. Examination of the airframe failed to disclose a mechanical problem. No fire or smoke was seen coming from the airplane before it crashed. The pilot did not report experiencing a problem with the airplane to the tower controller. Toxicology tests of the pilot indicated O.323 mcg/ml chlorpheniramine (a sedating antihistamine) in liver fluid and 0.073 mcg/ml chlorpheniramine in kidney fluid. Also, unspecified levels of dextromethorphan (a cough suppressant), pseudoephedrine (a decibgestabt), and phenylpropanolamine (a decongestant) were reported in kidney and liver fluids. All medications are available in over-the-counter cold remedies.

According to the pilot, the airplane was high and fast on final approach, because of restricted visibility in haze, and he executed a go-around. The pilot and copilot do not recall retracting the landing gear. During the second approach, the pilot stated he did not extended the gear because he was 'sure in his mind that the gear was already down'. The airplane landed with the gear retracted. The airplane slid approximately 3,000 feet. Following the landing, the airplane caught fire under the right wing root, and the fire could not be extinguished with hand held fire extinguishers. Both pilots safely evacuated the airplane.

The pilot reported that loss of power occurred in both engines after he entered the traffic pattern for a full stop landing. The airplane collided with trees during an emergency landing in a cotton field near the airport. Subsequent review of the aircraft maintenance logs disclosed that Mitsubishi MU-2 Service Bulletin (SB) 130A had not been accomplished on this airplane. According to the manufacturer, an inadvertent failure or the improper installation of a filler cap after refueling may cause an air pressure differential between the center and outboard portions of the main integral fuel tank. Air leakage from the filler cap may result in failure of the fuel transfer system to move fuel from the outboard tank section to the center tank section. To eliminate this possible malfunction, the operator was to remove vent check valves from the bulkhead between the tanks in accordance with SB 130A. The operator's maintenance policies required that, company jet and turbo propeller aircraft be maintained under a maintenance program in accordance with FAR Parts 135.415, 135.417, 135.423, 135.443, and a corporate flight management approved aircraft inspection program (AAIP). The maintenance inspection program also included compliance with manufacturers' service bulletins and service letters.

During the takeoff roll on runway 03, the crew decided to abandon the takeoff maneuver and initiated an emergency braking procedure. Unable to stop within the remaining distance, the aircraft overran and came to rest in the Bay of Biloxi. There were no casualties while the aircraft was damaged beyond repair. The exact date of the mishap remains unknown, somewhere in July 1992.

The pilot reported that shortly after takeoff the aircraft yawed to the right, left then right again. The passenger in the copilot seat stated the right engine rpm gauge indication needle was fluctuating. The pilot positioned the right engine mixture control to idle cutoff and the propeller control to feather. The propeller continued to windmill. Unable to maintain altitude, the pilot attempted to land on a highway but the aircraft collided with an unmarked power line, light pole, then the ground and was destroyed by a post crash fire. The right engine was recovered and due to impact damage, the propeller and fuel servo were replaced. The engine was placed on a test stand and was started and found to operate normally. The prop governor and damaged fuel servo were tested and found to operate normally. The damaged propeller was inspected and found to be free of preimpact failure or malfunction. No determination could be made as to the reason for the reported power fluctuation from the right engine. A witness stated gear retraction was delayed after takeoff.

While completing a local training flight, the US Navy Buckeye collided with a second Buckeye registered 156694. Both aircraft crashed and were destroyed. While both pilots on board 156694 were killed, the crew on 159724 was able to eject in time.

While completing a local training flight, the US Navy Buckeye collided with a second Buckeye registered 159724. Both aircraft crashed and were destroyed. While both pilots on board 156694 were killed, the crew on 159724 was able to eject in time.

The crew was approaching Greenville-Abide Airpark Airfield, completing a training mission on behalf of the 154th Squadron of the Air National Guard of Arkansas. On final, the four engine aircraft crashed in unknown circumstances less than a mile from the runway threshold. All six occupants were killed.

The aircraft collided with a utility pole and a large tree during a forced landing after a power loss on takeoff. Witnesses heard the aircraft backfiring and the ground run was excessively long. Immediately after takeoff the aircraft went through the tops of pine trees. The backfiring and smoke stopped after the collision with the pine trees and the aircraft started a descent toward a street. It maneuvered as if to avoid a collision with cars. After the accident the spark plugs from the right engine were tested and all but #5 front plug would not spark. However during a subsequent test the spark plugs, with the exception of #5, did test properly. A complete engine teardown did not reveal evidence of mechanical failure or pre-impact engine discrepancy.

The aircraft was observed without lights making repeated low altitude passes over a pipeline right-of-way at night. The aircraft was equipped with an internal aux fuel tank, non-standard internal plumbing, a large lever-operated petroleum products pump, an inflatable raft and other survival equipment. The cabin door was not found at the crash site. The pilots departed Fort Lauderdale, FL on October 16 on a flight to the Bahamas and were expected to return on October 18.