N45BS

HISTORY OF FLIGHT

On April 15, 2002, about 1503 Atlantic standard time, a Mitsubishi MU-2B-35, N45BS, registered to Maxfly Aviation, Inc., operated by Crucian International Airlines, experienced a loss of control while orbiting and crashed at an automobile parts and service facility near Carolina, Puerto Rico. Instrument meteorological conditions prevailed in the area at the time of the accident and no flight plan was filed for the 14 CFR Part 91 positioning flight from Henry E. Rohlsen Airport (TISX), St. Croix, U.S.V.I., to Luis Munoz Marin International Airport (TJSJ), San Juan, Puerto Rico. The airplane was destroyed by impact and a post crash fire and the airline transport-rated pilot, the sole occupant, was fatally injured. One individual on the ground at the automobile facility was fatally injured and two individuals at the facility sustained minor injuries. The flight originated from St. Croix, about 1436.

On the day of the accident at 1345, the pilot phoned the San Juan Automated Flight Service Station (SJU AFSS), and filed two flight plans, neither of which involve the accident flight. The pilot did not obtain a preflight weather briefing during the phone call. According to a transcription of communications with the San Juan Combined En Route Approach Control facility, at 1437:47, the pilot contacted the facility and advised that the flight had departed from TISX, climbing through 2,500 to 8,500 en route to TJSJ. The pilot was provided a discrete transponder code and the flight was radar identified. The flight continued and at 1454:07, air traffic control communications were transferred to San Juan Approach Control. The pilot established initial contact with that facility and advised the controller that the flight was, "...out a eight point five." The controller acknowledged and provided an altimeter setting, which the pilot acknowledged. At 1459:16, the controller advised the pilot, "...hold [visual flight rules] over plaza please make left [360's]." The pilot responded with the last two letters of the call sign of the airplane and at 1502:31, the controller advised the pilot to hold south of Plaza Carolina, to continue south and hold south of the plaza. There was no response from the pilot. At 1505:02, the controller advised on the frequency that the airplane was lost from radar.

Several witnesses reported that the weather conditions near the crash site at the time of the accident consisted of light rain; there was no lightning or thunder. One witness located where the airplane came to rest reported observing the airplane emerge from the base of the clouds in a 45-degree left wing low and 20 degrees nose low attitude. He momentarily lost sight of the airplane but then noted it rolled to a wings level attitude. He also reported hearing the engine(s) "cutting in an out." Another witness located approximately 1/4 mile north of the accident site observed the airplane flying eastbound beneath the clouds in a right wing and nose low attitude, he also reported hearing the engine(s) sounding like they were "cutting in and out." A pilot-rated witness located an estimated 1,000 feet from where the airplane came to rest estimated that the ceiling was at 300 feet and there was light drizzle. He observed the airplane in a 45-degree angle of bank to the right and in a slight nose low attitude. He stated that the airplane continued in that attitude before he lost sight of the airplane at 250 feet. The pilot-rated individual did not witness the accident but traveled to the accident site and observed a postcrash fire.

PERSONNEL INFORMATION

The pilot was the holder of an airline transport pilot certificate with ratings airplane multi-engine land and sea. He was also the holder of a commercial pilot certificate with the rating airplane single engine land. He was issued a first class medical certificate on January 3, 2002, with the limitation, "Holder shall carry glasses for near vision while exercising the privileges of his airman certificate."

His last check ride in accordance with 14 CFR Part 135.297 occurred on February 15, 2002, during a 1.5 hour flight in the accident airplane. The result was listed as "approved."

Review of his pilot logbook that begins with an entry dated January 2, 1994, and ends with an entry dated April 8, 2002, revealed he logged a total time of approximately 768 hours in Mitsubishi model MU2 airplanes. Further review of his pilot logbook revealed that between January 28, 2000, and April 8, 2002 (the last logged entry), he logged a total time of 586.3 hours all in the accident airplane. Between January 4, 2002, and April 8, 2002 (the last logged entry), he logged a total time of 117.1 hours; all in the accident airplane. He logged a total time of 10,583.2 hours, of which approximately 9,413 hours were as pilot-in-command. His total logged time for multi-engine land and sea was approximately 10,243 hours.

AIRCRAFT INFORMATION

The airplane received type certification on May 28, 1971, and was manufactured in 1972, as a Mitsubishi MU-2B-35, serial number 558. The airplane was initially certified and equipped with two Air Research TPE-331-6-251M engines rated at 665 shaft horsepower. The engines were modified in accordance with Service Bulletin TPE331-72-0120, which changed the engine model to TPE331-6-252M; the shaft horsepower remained unchanged. The airplane was also equipped with two hydraulically operated Hartzell model HC-B3TN-5C constant speed propellers which are full manual feathering and reversing.

The airplane was last inspected on February 13, 2002, in accordance with a 50/150 hour inspection using the airline's maintenance manual and checklist. The airplane had accumulated approximately 60 flight hours since the inspection as of the last logged flight in the pilot's pilot logbook (April 8, 2002). Review of the airplane maintenance records revealed that the last recorded altimeter system and transponder checks performed in accordance with Title 14 Code of Federal Regulations (CFR) Part 43, Appendix's E and F, occurred on January 22, 1999. A computerized printout for the airplane dated July 10, 2001, indicates that the "static", "[altimeter]" and "transponder" checks due every 24 months, were due on January 1, 2003.

A review of the aircraft log sheets revealed that between January 16, 2002, and April 5, 2002, the airplane had been operated 71.6 hours on 95 flights; there were only two pilot-reported discrepancies recorded in the log between these dates. Both discrepancies were related to the right engine and were corrected. The first dealt with the starter/generator, and the second dealt with the bleed valve.

METEOROLOGICAL INFORMATION

According to an NTSB Meteorological Factual Report (NTSB Weather Report), a special weather observation taken at the Luis Munoz Marin International Airport, San Juan, Puerto Rico, at 1456 (approximately 7 minutes before the accident), indicates the wind was from 080 degrees at 9 knots, the visibility was 10 statute miles, scattered clouds existed at 900 feet, a broken ceiling existed at 2,100 feet, overcast clouds existed at 4,500 feet, the temperature and dew point were 24 and 23 degrees Celsius, respectively, and the altimeter setting was 30.01 inHg. The remarks section indicates the rain ended at 1444, the sea level pressure was 1016.1 mb, and rain showers were noted in the vicinity southeast through south and north through northeast. Another special weather observation taken from the same airport at 1511 (approximately 8 minutes after the accident), indicates the wind was from 070 degrees at 12 knots gusting to 17 knots, the visibility was 10 statute miles, a broken ceiling existed at 800 feet, a second broken layer existed at 1,200 feet, overcast clouds existed at 3,500 feet, the temperature, dew point and altimeter remained the same from the previous special observation.

The NTSB Weather Report further indicated that doppler weather radar indicated that at 1508 in the area and altitude the airplane was flying, a band of echoes with reflectivities in the range of 15 to 35 dBZ or NWS VIP Level 1 to 2 (very light to light to moderate) intensities were noted over the accident site. The Geostationary Operations Environmental Satellite number 8 (GOES-8) data infrared and visible imagery indicated no significant convective activity depicted along the route from the Virgin Islands to Puerto Rico; and none in the general vicinity of the accident site. A large band of low and middle altitude clouds cover the area and obscures the accident site. The Area Forecast (FA) for the San Juan Flight Information Region (FIR) issued at 1115 on April 15, 2002, valid from 1400Z through 0200 on April 16, 2002, for the San Juan FIR south of 20 degrees North latitude was for scattered clouds at 2,500 feet, scattered to broken clouds at 5,000 feet, with layered clouds tops above 24,000 feet. Widely scattered rain showers and occasional broken ceilings at 2,500 feet through 2200 were forecast. The Luis Munoz Marin International Airport (TJSJ) Terminal Aerodrome Forecast (TAF) issued on the day of the accident at 1330 (approximately 15 minutes before the pilot phoned the SJU AFSS and 1 hour 46 minutes before the flight departed), valid from 1400, to 1400 the following day indicates in part that beginning at 1400 (approximately 36 minutes before the flight departed), the wind from 080 degrees at 15 knots gusting to 20 knots, visibility greater than 6 miles, a few clouds at 1,500 feet, ceiling broken at 3,500 feet, overcast clouds at 7,000 feet. Temporary condition between 1400 and 1800, wind from 080 degrees at 15 knots gusting to 25 knots, visibility 5 miles in moderate rain showers, scattered clouds at 1,500 feet, ceiling broken at 3,000 feet, overcast clouds at 7,000 feet.

COMMUNICATIONS

The pilot was last in contact with the San Juan Combined En Route Approach Control facility (CERAP). The controller who was m...