N312MA

HISTORY OF FLIGHT

On May 24, 2005, at 1752 Pacific daylight time, a Mitsubishi MU-2B-25, N312MA, registered to Max Aviation Inc. and operated by the pilot as a 14 CFR Part 91 personal flight, collided with the terrain shortly after takeoff from Portland-Hillsboro Airport, Hillsboro, Oregon. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was substantially damaged and the commercial pilot and his three passengers were fatally injured. The flight was departing for Salem, Oregon.

Several witnesses were around or on the airport at the time of the accident. One witness, a commercial pilot located in his office near the southwest side of runway 30, stated that he observed the aircraft land on runway 30, and then turn off about 1,320 feet from the end of the runway at the crossing runway. The aircraft was seen to taxi to Hillsboro Aviation where both engines were shut down. A short time later, this witness observed the aircraft make a tight turn-around between two rows of aircraft, and then proceed directly to runway 30 without stopping and roll onto the runway and take off. The witness stated that the flaps were down and that the aircraft was airborne by the crossing runway. After the aircraft rotated, he observed the aircraft in a steep climb angle. The aircraft gained an altitude of about 1,000 feet above ground level (agl) when the pitch attitude of the aircraft lowered slightly for a second before the aircraft entered a left hand turn that did not appear to be coordinated as the nose was pointing more towards the west, but the aircraft's flight path continued along the general direction of the runway heading. The witness stated that it was obvious that right rudder was applied as the nose of the aircraft came back to the right, however the pitch attitude did not change. The wings then rolled left to the vertical position with the left wing down and the aircraft then completed two left hand spins. The witness did not see the ground impact.

Another witness, also a pilot, and driving westbound on Evergreen Parkway northeast of the departure end of runway 30, stated that he observed the aircraft just at liftoff with a steep climb angle of about 40 degrees nose up. He stated that the aircraft attained an altitude of about 1,000 feet agl when the aircraft turned to the west (left). The left banking turn continued and the wings went vertical with the ground (left wing down). The bank continued until about 120 degrees of bank and the aircraft went into a four-turn spin to the left. The witness stated that the landing gear had been retracted, however, he does not recall the position of the flaps. He stated that both propellers were turning at the time.

Other witnesses at various positions around the airport observed basically the same circumstances as the previous two witnesses. Some however reported hearing a "bang", "popping" or "distinct noise from the engine(s)." The witnesses reported one to four spin rotations of the aircraft before collision with the ground.

PERSONNEL INFORMATION

A review of the pilot's airmen and medical records obtained from the Federal Aviation Administration (FAA) found two separate sets of airmen and medical records for this pilot. The first set of airmen and medical records indicated the pilot's first name as "Michael" with a social security number ending in 0866 and a FAA designated certificate number. The records indicated that the pilot was issued a private pilot certificate on August 2, 1967, with 42 hours of dual flight time, and 10 hours of solo time. The pilot was issued a commercial certificate for single-engine land operations on March 28, 1968, with 100 hours of pilot-in-command (PIC) time, and 63 hours of dual flight time. An instrument rating was issued on March 16, 1970, with 116 hours of PIC time; 63 hours of instrument flight, and 111 hours of dual flight time. The commercial, multi-engine land rating was issued on September 12, 1973, with 427 hours of PIC time, and 138 hours of instruction. The multi-engine check ride was in a Piper PA 34-200 aircraft.

On January 15, 1974, during the issuance of a FAA Class II medical certificate, the pilot reported a total flight time of 3,000 hours, with 60 hours in the preceding six months. On subsequent FAA medical certificates issued in December 1975, the pilot reported 3,500 flight hours; in January 1978, reported 6,000 flight hours; in March 1980, reported 4,600 flight hours, and in August 1982, reported 5,000 flight hours.

In 1980, the pilot's commercial certificate was under suspension for several regulation violations and was subsequently revoked in January 1985.

In 1987, the pilot re-applied for his flight certificates indicating a first name of "Mychal" and a social security number different from his original social security number with the last four digits ending in 0688 instead of 0866. The private and commercial certificate for single engine land aircraft were issued via a Designated Examiner. The airmen documents indicated that the examiner checked the box indicating that, "I have personally reviewed this applicant's pilot logbook and certify that the individual meets the pertinent requirements of FAR 61 for the pilot certificate or rating sought." The record of pilot time indicated a total flight time of 1,480 hours, with 1,305 hours as pilot-in-command. The flight check was accomplished in a Rockwell Commander 112TC aircraft.

Two weeks later, via the same Designated Examiner, the pilot was issued a commercial airplane multi-engine land rating. The examiner checked the same box indicating that he reviewed the pilot's flight logbook. The flight time indicated 1,482 hours of total flight time with 1,307 hours as pilot-in-command. The check ride was accomplished in a Beech BE-76 aircraft.

Medical records for this pilot name of "Mychal" show he was issued a class III medical certificate in September 1986. No flight time was indicated at this time and no previous records for this name or social security number were found.

The pilot did not apply for an instrument rating under the name of "Mychal". The pilot's commercial flight certificate indicates, "Carrying passengers in airplanes for hire is prohibited at night and on cross country flights of more than 50 nautical miles."

Subsequent medical records indicated:

May 1989, a total flight time of 7,500 hours with no time indicated in the preceding six months.

January 1991, the pilot indicated 13,000 hours of flight time with 50 hours in the preceding six months.

July 1995, the pilot indicated 17,000 hours of flight time and five hours in the preceding six months.

August 1997, the pilot indicated 17,000 hours of flight time with 50 hours in the preceding six months.

October 1999, the pilot indicated 17,000 hours of flight time with 50 hours in the preceding six months.

April 2002, the pilot indicated 17,300 hours of flight time, with 50 hours in the preceding six months.

August 2004, during the most current class II medical and current at the time of the accident, the pilot indicated 17,500 hours of flight time, with 10 hours in the preceding six months.

A member of the pilot's family (step-daughter) was able to confirm the original social security number ending in 0866 and the pilot's first name spelled "Michael" on his birth certificate. Addresses and other personal data were the same on both records. The step-daughter had no record that the pilot had changed his social security number nor was she aware of the reason for the spelling change of his first name.

A further review of airmen records indicated that the pilot, under the certificate name of "Mychal", was involved in a gear-up landing incident in a Mitsubishi MU-2B, N100CF, on March 26, 1991. Members of the pilot's family reported that this aircraft was owned by the pilot at the time. After repairs were made, the aircraft was sold sometime in 1992. This was the last time the pilot had flown a Mitsubishi MU-2, until the accident aircraft was purchased in April 2005.

At the time of the accident, a log found in the wreckage indicated that the pilot had accumulated a total flight time of 11.3 hours since its purchase. Individuals who encountered the pilot at the time of the purchase, had discussed with the pilot and recommended that he accomplish recurrent flight training in the aircraft. The pilot indicated to these individuals that he had owned Mitsubishi's before and had several thousand hours in the aircraft and did not need any recurrent training.

On April 24, the pilot was picked up at the Tulsa, Oklahoma, airport by the Customer Service manager and maintenance flight check pilot for Intercontinental Jet Corp. This company had just completed some maintenance items on the aircraft in preparation for the purchase and acceptance of the aircraft by the pilot. The manager stated that when he flew with the pilot during the after maintenance check flight, he stated that the pilot was "proficiency lacking," and needed guidance on the checklist and power settings. He stated that the pilot's landings were ok, but he could not fly the aircraft and operate the radios at the same time. The manager stated that due to concerns with the pilot's proficiency in the aircraft, he flew back to Oregon with the pilot. During the flight, the manager reported that the pilot had difficulty controlling the aircraft in marginal weather conditions, and at one point had to be coached like a "student pilot."

The pilot's son was able to locate several flight logbooks, which were provided to the NTSB IIC for review. The flight records began in 1967, and continued with steady flight time logged each year up to 1981. By May of 1981, the logbooks indicated a total flight time in all aircraft of about 1,923 hours. In 1974, the first entry of flight in a MU-2 was logged. Approximately 51 hours were logged in a MU-2 from 1974 ...