# NTSB SEA05FA105: Mitsubishi MU-2B-25, N312MA, Hillsboro, OR, May 25, 2005 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: May 24, 2005, 17:52 local (May 25, 2005, 00:52 UTC) - Place: Hillsboro, OR - Coordinates: 45.533332, -122.949996 - Nearby events: https://openairdocs.org/map.md?lat=45.5333&lon=-122.9500&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 4 fatal - Status: Completed, report October 3, 2006 - Report: Approved by Office Director - Parties: FAA-FSDO, Mitsubishi, Honeywell - NTSB case key (mKey): 61592 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA05FA105 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/61592/pdf - Page: https://openairdocs.org/ntsb/SEA05FA105 ## Probable cause The pilot's failure to obtain minimum controllable airspeed during the takeoff climb, which resulted in a loss of aircraft control when the left engine lost partial power. A fatigue failure to an oil tube, which resulted in the partial power loss to the left engine, procedures/directives not followed by the pilot, and the pilot's lack of recent experience and no recurrent training in the type of aircraft were factors. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - mech failure/malf, takeoff - initial climb - lubricating system,oil tubing - fatigue (contributing factor) - 1 engine - failure,partial - Loss of control - in flight, takeoff - initial climb - airspeed(vmc) - not obtained, pilot in command (cause) - lack of recent experience in type of aircraft, pilot in command (contributing factor) - inadequate recurrent training, pilot in command (contributing factor) - procedures/directives - not followed, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - open field ## Analysis Witnesses observed the aircraft perform a rolling takeoff and it was airborne by the crossing runway (1,300 feet down the 6,600 foot runway). The aircraft entered an approximate 40 degree nose high climb rate to about 1,000 feet. The aircraft then entered a steep left hand banking turn. The nose dropped and the aircraft rotated up to about 4 times before colliding with the flat terrain adjacent to the departure end of the runway threshold. On site documentation of the airframe found no evidence of a flight control malfunction. An engine examination and teardown found that the gearbox section of the left engine experienced a high cycle fatigue failure of the high speed pinion journal bearing oil supply tube and subsequent degradation of the high speed pinion journal bearings. This failure resulted in a partial power loss to the left engine. The pilot had recently purchased this aircraft and he had accumulated approximately 11 hours since the purchase. The pilot had stated to personnel at the place where he purchased the aircraft that he had not received, nor did he need recurrent training in this aircraft as he had several thousand hours in the aircraft. Flight logs provided by the family indicated that the pilot had accumulated about 551 hours in a Mitsubishi, however, the last time that the pilot had flown this make and model was 14 years prior to the accident. Logbook entries indicated that only a few hours of flight time had been accumulated in all aircraft during the approximately 2 years prior to the accident. Personnel that flew with the pilot in the make and model aircraft involved in the accident described the pilot as "proficiency lacking." Normal takeoff calculations for the aircraft with the flaps configured to 5 degrees, indicated a ground run of 2,900 feet, with a rotation speed of 106 KCAS, and 125 KCAS for the climb out. A maximum pitch attitude of 13 degrees maximum is indicated. Performance calculations indicated that the aircraft was capable of lifting off where the witnesses observed and climbing to 1,000 feet agl by the end of the runway. To achieve this performance the aircraft would have rotated at approximately 84 KCAS and climbed at an airspeed below Vmc (100 KCAS) and close to power-off stall speed (86 KCAS) with 5 degrees of flaps. The airplane's flight manual indicated that if an engine failure occurs in the takeoff climb and the landing gear is fully retracted, the emergency procedures is to maintain 140 KCAS, flaps to 5 degrees, the failed engine condition lever to EMERGENCY STOP, and failed engine power lever to TAKEOFF. On site documentation found the left side condition lever in the takeoff/land position and the power lever was found half-way between takeoff and flight idle. ## Factual narrative HISTORY OF FLIGHT On May 24, 2005, at 1752 Pacific daylight time, a Mitsubishi MU-2B-25, N312MA, registered to Max Aviation Inc. and operated by the pilot as a 14 CFR Part 91 personal flight, collided with the terrain shortly after takeoff from Portland-Hillsboro Airport, Hillsboro, Oregon. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was substantially damaged and the commercial pilot and his three passengers were fatally injured. The flight was departing for Salem, Oregon. Several witnesses were around or on the airport at the time of the accident. One witness, a commercial pilot located in his office near the southwest side of runway 30, stated that he observed the aircraft land on runway 30, and then turn off about 1,320 feet from the end of the runway at the crossing runway. The aircraft was seen to taxi to Hillsboro Aviation where both engines were shut down. A short time later, this witness observed the aircraft make a tight turn-around between two rows of aircraft, and then proceed directly to runway 30 without stopping and roll onto the runway and take off. The witness stated that the flaps were down and that the aircraft was airborne by the crossing runway. After the aircraft rotated, he observed the aircraft in a steep climb angle. The aircraft gained an altitude of about 1,000 feet above ground level (agl) when the pitch attitude of the aircraft lowered slightly for a second before the aircraft entered a left hand turn that did not appear to be coordinated as the nose was pointing more towards the west, but the aircraft's flight path continued along the general direction of the runway heading. The witness stated that it was obvious that right rudder was applied as the nose of the aircraft came back to the right, however the pitch attitude did not change. The wings then rolled left to the vertical position with the left wing down and the aircraft then completed two left hand spins. The witness did not see the ground impact. Another witness, also a pilot, and driving westbound on Evergreen Parkway northeast of the departure end of runway 30, stated that he observed the aircraft just at liftoff with a steep climb angle of about 40 degrees nose up. He stated that the aircraft attained an altitude of about 1,000 feet agl when the aircraft turned to the west (left). The left banking turn continued and the wings went vertical with the ground (left wing down). The bank continued until about 120 degrees of bank and the aircraft went into a four-turn spin to the left. The witness stated that the landing gear had been retracted, however, he does not recall the position of the flaps. He stated that both propellers were turning at the time. Other witnesses at various positions around the airport observed basically the same circumstances as the previous two witnesses. Some however reported hearing a "bang", "popping" or "distinct noise from the engine(s)." The witnesses reported one to four spin rotations of the aircraft before collision with the ground. PERSONNEL INFORMATION A review of the pilot's airmen and medical records obtained from the Federal Aviation Administration (FAA) found two separate sets of airmen and medical records for this pilot. The first set of airmen and medical records indicated the pilot's first name as "Michael" with a social security number ending in 0866 and a FAA designated certificate number. The records indicated that the pilot was issued a private pilot certificate on August 2, 1967, with 42 hours of dual flight time, and 10 hours of solo time. The pilot was issued a commercial certificate for single-engine land operations on March 28, 1968, with 100 hours of pilot-in-command (PIC) time, and 63 hours of dual flight time. An instrument rating was issued on March 16, 1970, with 116 hours of PIC time; 63 hours of instrument flight, and 111 hours of dual flight time. The commercial, multi-engine land rating was issued on September 12, 1973, with 427 hours of PIC time, and 138 hours of instruction. The multi-engine check ride was in a Piper PA 34-200 aircraft. On January 15, 1974, during the issuance of a FAA Class II medical certificate, the pilot reported a total flight time of 3,000 hours, with 60 hours in the preceding six months. On subsequent FAA medical certificates issued in December 1975, the pilot reported 3,500 flight hours; in January 1978, reported 6,000 flight hours; in March 1980, reported 4,600 flight hours, and in August 1982, reported 5,000 flight hours. In 1980, the pilot's commercial certificate was under suspension for several regulation violations and was subsequently revoked in January 1985. In 1987, the pilot re-applied for his flight certificates indicating a first name of "Mychal" and a social security number different from his original social security number with the last four digits ending in 0688 instead of 0866. The private and commercial certificate for single engine land aircraft were issued via a Designated Examiner. The airmen documents indicated that the examiner checked the box indicating that, "I have personally reviewed this applicant's pilot logbook and certify that the individual meets the pertinent requirements of FAR 61 for the pilot certificate or rating sought." The record of pilot time indicated a total flight time of 1,480 hours, with 1,305 hours as pilot-in-command. The flight check was accomplished in a Rockwell Commander 112TC aircraft. Two weeks later, via the same Designated Examiner, the pilot was issued a commercial airplane multi-engine land rating. The examiner checked the same box indicating that he reviewed the pilot's flight logbook. The flight time indicated 1,482 hours of total flight time with 1,307 hours as pilot-in-command. The check ride was accomplished in a Beech BE-76 aircraft. Medical records for this pilot name of "Mychal" show he was issued a class III medical certificate in September 1986. No flight time was indicated at this time and no previous records for this name or social security number were found. The pilot did not apply for an instrument rating under the name of "Mychal". The pilot's commercial flight certificate indicates, "Carrying passengers in airplanes for hire is prohibited at night and on cross country flights of more than 50 nautical miles." Subsequent medical records indicated: May 1989, a total flight time of 7,500 hours with no time indicated in the preceding six months. January 1991, the pilot indicated 13,000 hours of flight time with 50 hours in the preceding six months. July 1995, the pilot indicated 17,000 hours of flight time and five hours in the preceding six months. August 1997, the pilot indicated 17,000 hours of flight time with 50 hours in the preceding six months. October 1999, the pilot indicated 17,000 hours of flight time with 50 hours in the preceding six months. April 2002, the pilot indicated 17,300 hours of flight time, with 50 hours in the preceding six months. August 2004, during the most current class II medical and current at the time of the accident, the pilot indicated 17,500 hours of flight time, with 10 hours in the preceding six months. A member of the pilot's family (step-daughter) was able to confirm the original social security number ending in 0866 and the pilot's first name spelled "Michael" on his birth certificate. Addresses and other personal data were the same on both records. The step-daughter had no record that the pilot had changed his social security number nor was she aware of the reason for the spelling change of his first name. A further review of airmen records indicated that the pilot, under the certificate name of "Mychal", was involved in a gear-up landing incident in a Mitsubishi MU-2B, N100CF, on March 26, 1991. Members of the pilot's family reported that this aircraft was owned by the pilot at the time. After repairs were made, ## Aircraft - Registration: [N312MA](https://openairdocs.org/deregistered/N312MA-2012-09-25), registration cancelled 2012-09-25, S/N 266, built 1973 (OpenAirDocs) - Reported make and model: Mitsubishi MU-2B-25 - Registry model: [Mitsubishi MU-2B-25](https://openairdocs.org/model/mitsubishi-mu-2b-25) (registry code 5780409) (OpenAirDocs) - Registry engine: [AiResearch 331 SER 605HP](https://openairdocs.org/engine/airesearch-331-ser-605hp) (registry code 01502, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 266 - Airframe hours: 3970 - Engines: Garrett-AiResearch TPE-331-6 715 horsepower turbo prop - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Mychal M. McCartney - Airworthiness certificate: Standard, Normal - Last inspection: April 1, 2005, 12 hours before - Departed: HIO, Hillsboro, OR - Destination: SLE, Salem, OR - Airport: HIO, Portland-Hillsboro, runway 30, 6,600 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: fatal; commercial; airplane ratings: single-engine land, multi-engine land; medical: class 2; last flight review August 1, 2004; seat: left; toxicology performed; flight hours: 2,170 total, 551 in this make and model, 1,931 as pilot in command, 11 in the last 90 days, 11 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 20° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 43 °F - Altimeter: 30.22 inHg - Observed at: HIO, 25 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20050524008249A](https://openairdocs.org/incident/20050524008249A), May 24, 2005: Mtsbsi MU2B25, Hillsboro, OR, Destroyed, 4 fatal. (-23) Loss of directional control. Stall/spin. Pilot and passengers received fatal injuries from impact. Pilot flew with another pilot from tulsa, ok to… ## Other investigations on N312MA (2) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB MKC82IA137](https://openairdocs.org/ntsb/MKC82IA137), Aug 5, 1982: Mitsubishi MU-2B-25 (N312MA), St. Joseph, MO, incident, minor damage - [NTSB OAK79FVG43](https://openairdocs.org/ntsb/OAK79FVG43), May 25, 1979: Mitsubishi MU2 (N312MA), Sacramento, CA, minor damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.