N386TM

HISTORY OF FLIGHT

On January 22, 2000, at 1432 central standard time, a Mitsubishi MU-2B-26A twin-engine airplane, N386TM, was destroyed when it collided with terrain following a loss of control during the initial takeoff climb from the San Antonio International Airport, San Antonio, Texas. The airplane was registered to and operated by BTC Saratoga Inc., of Saratoga, California. The two occupants, a private pilot and a commercial pilot, sustained fatal injuries. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight was originating at the time of the accident and was destined for the San Jose International Airport, San Jose, California, with an intermediate fuel stop at the Tucson International Airport, Tucson, Arizona.

According to the San Angelo Flight Service Station, at 1338, the commercial pilot of N386TM received a standard weather briefing and filed two IFR flight plans. The first flight plan was for a flight from San Antonio to Tucson and the second was for a flight from Tucson to San Jose.

Line service employees reported that the airplane's fuel tanks were topped off before the airplane departed from the San Antonio International Airport. One employee stated that he observed the right engine start first. The right engine operated for 10 minutes, and then the left engine was started. He then observed the airplane taxi toward the departure area of the ramp and stop. With both engines operating, he observed a person exit the airplane, "check [the] nose gear," and re-board. The airplane then taxied to the runway.

According to air traffic control (ATC) transcripts, at 1411, N386TM requested and received an IFR clearance to Tucson. At 1419, N386TM contacted San Antonio ground control and stated that the airplane was ready to taxi, and the controller instructed the flight to taxi to runway 30L (8,502 feet long). At 1420, N386TM advised the ground controller that the flight had a "minor delay," and that they would be stopped on the ramp for a couple of minutes; subsequently, at 1423, N386TM stated they were moving again. At 1430, N386TM contacted the tower controller and advised that the flight was ready for takeoff and, subsequently, the flight was cleared for takeoff. At 1431, the tower controller advised N386TM of an MD-80 on a 3.5 mile final and requested that the airplane depart with no delay. N386TM acknowledged. No further communications, or distress calls, were received from N386TM.

According to witnesses located on airport property, they observed the airplane initiate the takeoff roll and become airborne. Two witnesses reported that during the takeoff roll they heard a series of repeated sounds, which they described as similar to a "backfire" or "compressor stall." One of the two witnesses stated that as the airplane was climbing out and had reached the departure end of the runway, "the right propeller quit." The second witness reported the following events; as the airplane lifted off the ground, he heard "a loud cracking sound followed by an immediate prop wind down into feather." The gear was retracted and the airplane entered a climb and right turn. The airplane then entered a left bank and started a descent. Subsequently, the airplane pitched up, entered a "Vmc roll-over," followed by a 360-degree turn, and impacted the ground.

Two additional witnesses, who were also on airport property, observed the airplane after it became airborne. One witness stated that he observed the right engine's propeller stop turning during the climb. He added that the airplane entered a right bank and he then saw the right propeller turn, "like it wanted to start," and then the propeller stopped again. The other witness stated that "the right engine was slowly shutting down," and added that he saw a "puff of smoke come out of the right engine;" however he did not see any fire.

According to a witness, who was in a vehicle and stopped at a traffic light, he observed "a small plane with two propellers, but only one was working." He stated that the right propeller was not turning and he did not see any smoke.

Radar data provided by the FAA depicted the airplane beginning its takeoff roll between 1431:25 and 1431:30. At 1432:02, the airplane's Mode C altitude changed from 800 to 900 feet msl. At 1432:11, the airplane's Mode C altitude changed from 900 to 1,000 feet msl (approximately 200 feet agl) and remained there until it decreased to 900 feet msl at 1432:30, when the last radar return was recorded. Between 1432:11 and 1432:30, the airplane turned right from runway heading to a north heading. According to a radar study provided by Mitsubishi, the airplane became airborne after a ground roll of approximately 3,000 feet at a calibrated airspeed of 89 knots. The airplane's calibrated airspeed continued to increase until it reached a maximum of 132 knots at 1432:07, and then it began to decrease reaching 97 knots at 1432:30.

PERSONNEL INFORMATION

On December 14, 1998, the left seat pilot was issued a private pilot certificate. He held single and multi-engine land ratings in addition to an instrument-airplane rating. According to a Client Information Sheet, provided by Flight Safety International Inc., Flushing, New York, on December 13, 1999, he enrolled in the "MU-2 Pilot-Initial" course in Houston, Texas. The sheet indicated that he had accumulated a total of 950 flight hours. Additional documents provided by Flight Safety International revealed that during the MU-2 course, the pilot accumulated a total of 20.0 hours in an MU-2 flight simulator; however, he did not complete the MU-2 Pilot-Initial course. He was issued his most recent FAA third class medical certificate, with no limitations or waivers, on September 11, 1998.

On April 6, 1980, the right seat pilot was issued a commercial pilot certificate. He held single and multi-engine land ratings in addition to an instrument-airplane rating. According to a Client Information Sheet, provided by Flight Safety International Inc., Flushing, New York, on December 13, 1999, the pilot enrolled in the "MU-2 Pilot-Initial" course in Houston, Texas. The sheet indicated that he had accumulated a total of 2,000 flight hours. On December 22, 1999, he successfully completed the MU-2 Pilot-Initial Course. Additional documents from Flight Safety International revealed that during the MU-2 course, the pilot accumulated a total of 20.0 hours in an MU-2 flight simulator and 16.9 hours in the accident airplane. He was issued his most recent FAA second class medical certificate on June 22, 1999. The medical certificate stipulated that the pilot wear lenses that correct for distant vision and possess glasses that correct for near vision.

On January 5th and 6th, 2000, a flight instructor flew 4.5 hours with the private pilot and 3.7 hours with the commercial pilot in the accident airplane. The purpose of the flights was for the pilots to "build time to meet insurance requirements." Both pilots performed flight maneuvers including "high speed and slow flight, turns (high and low speed), and stalls in all configurations with recoveries." The instructor pilot "pulled one engine back to idle," and he reported that the commercial pilot "displayed satisfactory performance in recognizing and simulating shutdown and controlling the aircraft." On January 7, 2000, the airplane was flown by the instructor and the private pilot to Intercontinental Jet Corporation (IJC), a maintenance facility located in Tulsa, Oklahoma, where it underwent maintenance.

AIRCRAFT INFORMATION

The 1978 model Mitsubishi MU-2B-26A (serial number 386SA) airplane was powered by two 665-horsepower Honeywell TPE331-5-252M turboprop engines (serial numbers P-30003C and P-30012C). The airplane was equipped with two 4-bladed, Hartzell HC-B4TN-5GL constant speed, manual feathering propellers. The airplane was outfitted with flight controls for the left and right seats.

Prior to 1999, the airplane was operated outside of the United States for an undetermined time period. In April of 1999, the airplane was purchased by Turbine Aircraft Services Inc., of Addison, Texas, and imported to the United States.

On April 15, 1999, maintenance commenced at IJC. The airframe underwent 100-hour, 500-hour, 1,000-hour, 1,500-hour and 2,000-hour inspections. At the time of the inspections, the airframe had accumulated a total of 3,717.7 hours. The left engine underwent a 100-hour inspection and had accumulated a total of 3,717.7 hours and 3,534 cycles. The right engine underwent a 100-hour inspection and had accumulated a total of 3,717.7 hours and 3,529 cycles. According to a logbook entry, the right engine was disassembled to "investigate low power." The diffuser assembly was overhauled, and the compressor housing, the support assembly, the seal assembly, and the plug seal were replaced. The engine's airworthiness directives and service bulletin compliance record was also updated. Following reassembly of the right engine, the airplane was test flown and found to meet the manufacturer's specifications. During the test flight, a negative torque sensing (NTS) system check was performed and no discrepancies were noted. The left and right propeller assemblies underwent 100-hour inspections, and had accumulated a total of 121.7 hours since overhaul. On August 19, 1999, the maintenance was completed.

On August 20, 1999, the FAA issued the airplane a standard airworthiness certificate.

On November 5, 1999, the airplane underwent maintenance at IJC. According to a work order, the maintenance consisted of correction of "misc. airframe discrepancies, LH engine misc. discrepancies, RH engine misc. discrepancies, and misc. nav/comm. Pulse or radar discrepancies." According to a discrepancy report sheet a 6-8% torque split was re...