ERA09FA083

The pilot’s improper configuration of the airplane following an engine shutdown, which resulted in a low-altitude, unstabilized approach. Contributing to the accident was a loss of engine power for undetermined reasons.

According to the pilot, after he took off for a nearby airport he raised the landing gear but did not raise the 20-degree flaps per the “after takeoff” checklist. Shortly thereafter, when the airplane was at an altitude of about 2,400 feet, and in "heavy rain," the pilot noticed that the right engine was losing power. He subsequently feathered the propeller as engine power reduced to 40 percent, but still did not raise the flaps. Weather, recorded shortly before the accident, included scattered clouds at 500 feet, and a broken cloud layer at 1,200 feet, and the pilot advised air traffic control (ATC) that he would fly an ILS (instrument landing system) approach if he could maintain altitude. After maneuvering, and advising ATC that he could not maintain altitude, the pilot descended the airplane to a right base leg where, about 1/4 nautical mile from the runway, it was approximately 300 feet above the terrain. The pilot completed the landing, with the airplane touching down about 6,200 feet down the 8,000-foot runway, heading about 20 degrees to the left. The airplane veered off the left side of the runway and subsequently went through an airport fence. The left engine was running at “high speed” when fire fighters responded to the scene. The right engine propeller was observed in the feathered position at the scene, and after subsequent examinations, the right engine was successfully run in a test cell with no noticeable loss of power. There was no determination as to why the right engine lost power in flight, although rain ingestion is a possibility. Airplane performance calculations indicated that with the landing gear up, a proper single-engine power setting and airspeed, and flaps raised, the airplane should have been able to climb about 650 feet per minute. Even with flaps at 20 degrees, it should have been able to climb at 350 feet per minute. In either case, unless the airplane was not properly configured, there was no reason why it should not have been able to maintain the altitudes needed to position it for a stabilized approach.

HISTORY OF FLIGHT On December 9, 2008, at 1058 central standard time, a Mitsubishi MU-2B-60, N452MA, was substantially damaged while returning to land, following a reported loss of engine power, at Millington Regional Jetport (NQA), Millington, Tennessee. The certificated airline transport pilot incurred minor injuries, and visual meteorological conditions prevailed. The airplane was operating on an instrument flight rules flight plan from NQA to Charles W. Baker Airport (2M8), Millington, Tennessee. The positioning flight was conducted under the provisions of 14 Code of Federal Regulations (CFR) Part 91. According to the pilot, the airplane was based at 2M8. He had flown to NQA to buy fuel, and was on his way back to 2M8 to meet a passenger. The pilot also noted that he had twice been held on the ground by air traffic control for 15 minutes to let storm cells pass by. After being cleared to depart, the pilot took off from runway 4, utilizing 20-degree flaps. After takeoff, he raised the landing gear, maintained the 20-degree flaps, and headed northwest. About 2 1/2 miles from the airport, the pilot noticed a loss of power from the right engine. He believed that it could have gone to “continuous ignition,” but was not sure, and that the loss of power could have been a result of rain. As the torque dropped to about 40 percent, the pilot decided to feather the propeller while he was still able to do so. After it was feathered "with no problem," the pilot secured the engine. The pilot subsequently added full power to the left engine while maintaining the 20-degree flaps. The controller asked if he would like to continue to 2M8, and the pilot responded no, he'd like to go back to NQA. The controller also noted the possibility of landing on route 51, which the pilot declined. About that time, winds and wind shear increased, and the airplane encountered heavy rain. The pilot also reported that he was only able to maintain altitudes between 1,000 feet and 1,400 feet due to turbulence. When asked if he felt the airplane could climb, the pilot stated that he didn't know, that he tried to climb a couple of times but didn't know if wind shear was preventing it. He also stated that he felt the airplane "conformed to standards." Approaching mid-field NQA, the pilot attempted to land on runway 22, but had difficulty because he was "in too tight" and wanted to make half turns with only one engine. He made the approach about 105 knots; it was normally about 100 knots; and landed about 2/3 of the way down the runway. During the landing, the nose landing gear and the left wing collapsed, and the airplane veered off the left side of the runway. A review of air traffic control transcripts revealed that, At 1037, the airplane was released for departure. At 1041, the airplane was radar-identified, and the controller told the pilot to climb to 2,300 feet. The pilot initially requested a visual approach to 2M8, but subsequently opted for a GPS (global positioning system) approach to runway 18. The controller then provided 020-degree vector. At 1044, after two more vectors, the pilot stated, “we’re starting to have a problem with the right engine.” The controller asked the pilot if he’d like to continue to 2M8, and the pilot responded that he would. The controller then gave the pilot a final vector, and cleared him to join the localizer. At 1045, the pilot stated, "we’re losing power on the right engine," and subsequently declared an emergency. The controller asked the pilot if he’d like to continue to the approach, and the pilot initially said he would. After additional transmissions, at 1047, the pilot stated, “…trying to maintain altitude down to two thousand.” The pilot and controller subsequently discussed approach options, and the pilot decided to attempt the ILS (instrument landing system) runway 22 approach “into uh Millington, we’re going to need a long approach if I can hold this altitude.” The controller then provided vectors for the approach, along with the current weather. At 1050, the controller advised the pilot that the airport was “one o’clock four miles.” The pilot replied, “looking no joy,” then, “and we’re losing altitude.” At 1051, the controller stated, "low altitude alert," and the pilot responded, "we’re trying." The controller then told the pilot that the airport was “one to one thirty and three miles,” and the pilot responded, “i-m-c.” The controller continued to provide vectors for the ILS runway 22 approach, and the pilot asked the controller to call the pilot’s office and advise them, “lost an engine and don’t know why.” He then added, “heard a popping noise and then some kind of uh sound like a lock up.” After the controller provided another vector and the pilot provided contact information, the pilot stated, “still losing altitude.” When the controller reported the airplane “about seven and a half miles out,” the pilot stated, at 1055, “still losing altitude, down to eight hundred.” He later stated, “terrain warning,” followed by, “down to a hundred and twenty knots.” The controller subsequently pointed out highway 51, and that the airport was 5 miles southwest of the airplane’s position. At 1057:12, the controller advised the pilot that the airport was “twelve o’clock two and a half miles,” and the pilot responded, “giving it all I can give it.” The controller then responded, “about ten degrees left should set you almost straight into runway two two,” and the pilot responded, “barely above the trees.” After additional transmissions, at 1057:51, the controller advised the pilot that highway 51 was “just off your right, airport at eleven thirty and about two miles,” and the pilot responded, “too many people on fifty one.” At 1058:09, the controller advised the pilot to turn 10 degrees to the left, and about 15 seconds later, asked “do you have Millington in sight?” The pilot responded, “I got Millington in sight but, I’m off the, it’s not, uh.” The controller then advised, at 1058:34, “November two mike al alpha, you’re cleared to land any runway at Millington.” The pilot was not in radio contact with the tower. However, just prior to the landing, the tower controller advised airport crash/rescue, “emergency aircraft just turning mid-field to land.” According to Millington Fire Department reports, units were staged in anticipation of the landing on runway 22. When the airplane appeared, it was “in line with the runway but looked extremely unstable. The plane seemed to be about 15 to 30 feet above the ground and stayed that way all the way down the runway until he reached about the bravo area and he crashed onto the runway and immediately turned left.” The airplane continued left, crossed a taxiway, and impacted the airport property fence before coming to a stop. Firefighters then followed the path of the airplane, and upon arriving on scene, found that the pilot was still inside the airplane, the right engine was shut down, and the left engine was still running "at high speed." Firefighters subsequently sprayed foam into the left engine to stall it, and after it shut down, they removed the pilot from the airplane. PERSONNEL INFORMATION The pilot, age 42, held an airline transport pilot certificate with airplane single-engine land, and multiengine land ratings. The pilot reported 5,311 hours of total flight time with 4,246 hours of multiengine time and 662 hours in make and model. His latest FAA second class medical certificate was obtained on March 1, 2007, and his latest flight review was completed on July 17, 2008, in the accident airplane. AIRCRAFT INFORMATION The airplane was powered by two (Honeywell) Garrett Turbine Engine Company TPE 331-10-511M turboprop engines flat rated to 715 shaft horsepower.