ATL99LA054

About 30 minutes into the flight, the right engine lost power. The pilot attempted to restart the engine, but was unsuccessful. The pilot secured the right engine and feathered the right propeller. Shortly after attempting to restart the right engine, the pilot said he also experienced a complete loss of electrical power, and was unable to use his radios. The pilot said he placed the landing gear lever in the down position, and established an approach to runway 5R for an emergency landing. The airplane touched down and skidded off the left side of the runway. Examination of the airplane and the engine assemblies failed to disclose a mechanical malfunction or component failure. During the extensive airplane examination the electrical system was also functionally checked; the examination failed to disclose any mechanical problems. When the master switch was placed in the on position 75% of the battery power was restored to the airplane. The electrical power source was sufficient to activate the landing gear doors. During the examination of the fuel system, fuel was traced from the fuel tank to the fuel control unit. There was no mechanical problems discovered with the right fuel shut-off valve; the right fuel shut-off valve functioned normally.

On March 12, 1999 about 1800 eastern standard time, a Mitsubishi MU-2B-20, N176BJ, made a gear-up landing following a loss of engine power about 30 minutes after takeoff in Knoxville, Tennessee. The airplane was operated by the pilot under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The commercial pilot and two passengers were not injured and the airplane sustained substantial damage. The flight originated at Knoxville, Tennessee, at 1730.

The pilot stated that after takeoff, the flight progressed normally and he leveled off 4,500 feet above ground level. At about 15 nautical miles east of Knoxville, the right engine lost power. The pilot attempted to restart the engine but was unsuccessful. The pilot secured the right engine and feathered the right propeller. Shortly after attempting to restart the right engine, the pilot said he also experienced a complete loss of electrical power, and was unable to use his radios. Knoxville Tower reported that they received no radio calls or transponder reply from the airplane on its emergency approach into Knoxville. The pilot said he placed the landing gear lever in the down position, and continued the approach to runway 5R for an emergency landing. Knoxville Tower reported that the right engine was apparently "windmilling" and that the airplane landed gear-up. The airplane touched down approximately 150 feet southwest of taxiway A7 on runway 5R, with the gear retracted and gear doors closed, skidding approximately 1100 feet and exiting the paved surface on the sod left edge of the runway.

As the aircraft skidded, the left tip tank contacted the ground. The left propeller blades also struck the ground. The airplane rested aligned with the runway, after skidding about 200 feet in the sod.

Examination of the airplane and the engine assemblies failed to disclose a mechanical malfunction or component failure. During the extensive airplane examination the electrical system was also functionally checked; the examination failed to disclose any mechanical problems. When the master switch was placed in the on position 75% of the battery power was restored to the airplane. The electrical power source was sufficient to activate the landing gear doors. According to on site investigators, cockpit switch positions had been moved during the crash fire rescue effort.

During the examination of the fuel system, fuel was traces from the fuel tank to the fuel control unit. Examination of the entire fuel filtration system failed to disclose the presence of visible contaminates. There was no mechanical problems discovered with the right fuel shut-off valve; the right fuel shut-off valve functioned normally (see attached accident notification report).

The right engine examination failed to disclose any mechanical problems. The general examination of the engine revealed that drive train components rotated freely from the first stage compressor to the accessory gearbox. Normal lubrication was found throughout the engine.

Reportedly, the pilot made no attempt to lower the landing gear. A review of the pilot's flight experience data had flown 104 hours in the MU-2.