20081209854379A

December 9, 2008, at 1058 central standard time, a mitsubishi MU-2B-60, N452MA, was substantially damaged while returning to land, following an engine failure, 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 14 code of federal regulations 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 when the event began. 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 north-westbound. About 2 1/2 miles from the airport, the pilot noticed a loss of power from the right engine. 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, to which, 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 nqa, the pilot attempted to land on runway 22, but had difficulty because he was "in too close" 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 partway down the runway before veering off the left side. According to the Millington fire department incident report of the event, units were staged in anticipation of the landing. Once the airplane landed and came to a stop, arriving firefighters 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. The report also noted "heavy rain/thunderstorms were present the entire time of the incident." According to the federal aviation administration (FAA) inspector in charge of the on-scene investigation, tire marks consistent with the position of the left main landing gear were first located about 6,200 feet from the beginning of the 8,000-foot runway, about 3 feet from the runway's left edge. The marks headed about 200 degrees, off the left side of the runway and into the grass. Additional tire marks, consistent with the position of the nose landing gear were found about 50 feet beyond the first marks, and tire marks consistent with the position of the right main landing gear were found about 200 feet beyond those. Subsequent ground tracks revealed a "shallow arc to the left for a distance of over 250 yards." The tracks then went through a chain link fence, and continued beyond the fence for another 150 yards. The majority of the left wing was broken about halfway along the ground track, and where the airplane came to rest, the left fuselage was found severed in the vicinity of the left propeller. The right engine was found in the feathered position, and appeared to be undamaged, except for a dent in the spinner dome. The propeller appeared to turn "normally," and there was no damage evident in the first stage compressor or third stage "t" wheel. Both engines were retained for further examination. The flaps were found extended to 20 degrees and the landing gear were down. Weather, recorded at the airport at 1050, included calm winds, visibility 3 statute miles, light rain, mist, scattered clouds at 500 feet, a broken cloud layer at 1,200 feet, an overcast cloud layer at 2,300 feet, temperature 12 degrees celsius, dew point 12 degrees celsius, and an altimeter setting of 29.82 inches of mercury.