Corporate Aviation Services

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.

The first takeoff was aborted due to a perceived engine problem. Six minutes later on second takeoff, the aircraft climbed to 50 feet, drifted to the right, rolled right and impacted in the infield. This was a single pilot operation in a complex aircraft. Winds exceeded the demonstrated crosswind limitation of the aircraft. There was no evidence that the pilot was using the seat belt or shoulder harness. Post crash investigation of both engines and props determined that there were no operational defects and that both were producing power at the time of impact. Strong gusty winds varying in intensity from 15 to 30 knots and varying in direction from southwest to northwest were prevalent at the airport on the day of the accident. The prop condition levers were found in the taxi position and the power levers were set with the left engine near flight idle position and the right engine at the takeoff position. The pilot, sole on board, was killed.