South Carolina

The airplane was on final approach to land at Hilton Head Airport, when according to witnesses, it suddenly rolled to the right, and descended, initially impacting trees at about the 70-foot level, and then impacting the ground. A fire then ensued upon ground impact, and the debris field spanned about 370 feet along an azimuth of about 082 degrees. Examination of the airplane wreckage revealed that left wing flap actuator and jack nut measurements were consistent with the wing flaps being extended to 40 degrees, and on the right wing the flap jack nut and actuator measurements were consistent with the right flap being extended to about a 20-degrees. In addition, the right flap torque tube assembly between the flap motor and the flap stop assembly had disconnected, and the flap torque tube assembly's female coupler which attaches to the male spline end of the flap motor and flap stop assembly was found with a cotter pin installed through the female coupler of the flap stop assembly. The cotter pin, had not been placed through the spline and the coupler consistent with normal installation as per Mitsubishi's maintenance manual, or as specified in Airworthiness Directive 88-23-01. Instead, the cotter pin had missed the male spline on the flap motor. In addition, the flap coupler on the opposite side of the flap motor was found to also found to not have a cotter pin installed. Company maintenance records showed that on April 3, 2001, about 87 flight hours before the accident, the airplane was inspected per Airworthiness Directive (AD) 88-23-01, which required the disassembly, inspection, and reassembly of the flap torque tube joints. In addition, on July 9, 2001, the airplane was given a phase 1 inspection, and Bankair records showed that a company authorized maintenance person performed the applicable maintenance items, and certified the airplane for return to service.

The non instrument-rated pilot attempted VFR flight into known instrument flight conditions after being briefed by an FAA Automated Flight Service Station that VFR flight was not recommended. The pilot encountered instrument flight conditions while maneuvering on initial takeoff climb, experienced an in-flight loss of control (stall/spin) due to failure to maintain airspeed, and subsequent in-flight collision with trees and terrain.

The PIC was cleared for an ASR approach to the destination airport. The co-pilot was looking outside to obtain a visual reference on the destination airport. They broke out of the clouds at about 900 feet, and were descending at about 480 feet per minute. The ceiling was overcast, ragged, and very dark with no visible horizon. The co-pilot looked back inside the cockpit to check the radios when he heard a thump. The PIC had continued the descent below the minimum descent altitude, the airplane collided with the marsh and crashed.

For unknown reasons, the twin engine airplane belly landed at Myrtle Beach and was damaged beyond as a result. The pilot, sole on board, escaped uninjured.

After takeoff while over the departure end of the runway, deep gray colored smoke was observed by the tower controller trailing the right engine. The pilot was alerted of this and advised the controller the flight was returning. Witnesses reported seeing smoke trailing the right engine and that the airplane rolled to the left, pitched nose down, impacted trees, and then the ground. A fatigue crack was detected in the exhaust aft of the No. 6 cylinder of the right engine; and incomplete fusion of a weld repair was also noted. Heat damaged components from the right engine were replaced and the engine was started and found to operate normally. A foreign object of undetermined origin was found in the intake area of the No. 3 cylinder. Analysis of the voice tape revealed both engines/propellers were operating near full rated rpm when the pilot acknowledged the transmission that smoke was trailing the right engine, one engine/propeller rpm then decreased to about 2,160 rpm. Examination of the flight controls revealed no evidence of preimpact failure or malfunction. Flap positions at impact could not be determined. Calculations indicate that the airplane was approximately 55 pounds over the maximum certificated takeoff weight at takeoff.

After a 4.7 hour flight, while turning onto final, the airplane landed short. The pilot did not mention engine problems during a police interview. He subsequently told an FAA Inspector that the left engine failed, then later, that the right engine failed. He told the Safety Board that both engines failed. Adequate fuel was confirmed. The previous day, the right engine failed approaching another airport. The pilot performed a single-engine go-around, with landing gear and flaps down. He refused assistance and performed his own maintenance. He cleaned the fuel filters of both engines. During a ground runup, the right engine was hard to start, and required a high fuel flow to remain running. After the pilot re-cleaned the right fuel filter the engine ran fine. The flight was uneventful until the accident. Post-flight examination revealed all propeller blades bent back 90 degrees, with significant chordwise scoring on one blade per engine. The left engine fuel filter was relatively clean, with some brown residue which contained ferrous material. The right engine fuel filter was heavily coated with a white residue which contained aluminum, and brown material which contained ferrous material. The pilot received his multi-engine rating on April 22, 1998.

The pilot-in-command stated he was cleared for an ILS approach. He had to use spoilers to intercept the glideslope. The landing was extended at the outer marker as the airspeed was slowed through 200 knots. As the airspeed decreased the spoilers were retracted and the flaps were extended to 20-degrees. The airplane was drifting to the right and flaps were lowered to 40-degrees as the drift was corrected. The airplane floated and touched down long. The spoilers, and brakes were applied as well as full reverse. There was no braking due to hydroplaning. Examination of the crash site revealed the airplane went off the end of the runway, skidded through 200 feet of sod, vaulted off a 25 foot embankment, skidded across a road, and collided with a ditch.

The flight departed on a maintenance test flight with known wind gusts to 27 knots. Before takeoff the pilot performed an NTS check to each engine with no discrepancies noted. During flight the pilot performed an NTS check to the left engine. Two attempts to restart the left engine were unsuccessful. Each time the propeller came out of the feathered position and started to rotate but there was no fuel flow or ignition. The flight returned to land and while on short final to runway 29 with the wind from 250 degrees at 20 knots, a witness observed the airplane pitch nose up then down then heard the sound of power applied to the right engine. The airplane than rolled to the left, pitched nose down, impacted the ground coming to rest nearly inverted with the wing section separated. Postaccident examination of the left engine and accessories revealed no evidence of preimpact failure or malfunction. The left engine fuel shutoff valve was found in the 'closed' position and no fuel was found aft of the fuel shutoff valve. The pilot stated that he has no recollection of the accident. The left and right engines had just been installed following 'hot section' work to both, and both were then started the day after installation with no discrepancies noted by company maintenance personnel.

As the flight approached the airport, radar data showed that it went into a shallow descending left turn away from the airport. Radar data was lost at about 650 feet agl with the ground speed about 100 knots. Witnesses observed the aircraft flying on a southerly heading and enter a spin or spiral from which it crashed nose first into the ground. Post-crash examination of the aircraft structure, flight controls, and engines showed no precrash failure or malfunction. Post-mortem examination of the pilot showed he had suffered a heart attack. The pilot had a history of heart disease, a previous heart attack, and heart bypass surgery. He held a special issuance faa medical certificate, due to his history of heart disease.

The right engine lost power during the initial climb after lift-off. A witness heard a noise and observed flames coming from the right engine cowling as the airplane climbed. The airplane entered a turn after climbing about 200 feet, descended through a small grove of trees, crashed in a pasture, and burned. During takeoff, the plane's gross weight was about 11,050 lbs and the cg was behind the aft limit. Its maximum certified weight limit was 9,700 lbs. The pilot was aware of a gross weight problem before takeoff. An exam revealed evidence that the left engine propeller was in the feathered position and the right propeller was not feathered at impact. A check of the right engine disclosed that the n°3 cylinder intake valve had failed from fatigue. The pilot, sole on board, was killed.