Accident Overview
On March 4, 2021, about 2301 central daylight time, a Mitsubishi MU2B-60 airplane, registered as N322TA, was destroyed when it impacted an occupied residence near Hattiesburg Bobby L. Chain Municipal Airport (HBG) in Hattiesburg, Mississippi. The pilot, two passengers, and one person on the ground sustained fatal injuries; two people on the ground sustained minor injuries. The airplane was operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
Flight History
The flight departed Wichita Falls Municipal Airport (SPS), Texas, about 2058 under an instrument flight rules flight plan. The pilot checked in with Houston Air Route Traffic Control Center and requested a descent into HBG. The flight was cleared to descend to 2,400 ft mean sea level. During the descent, the pilot reported having current weather information and requested a clearance direct to the HILGA intersection for the RNAV GPS runway 13 approach.
Automatic Dependent Surveillance–Broadcast (ADS-B) data showed that about 2251, the pilot began the procedure turn. At 2252:12, the airplane's airspeed was 88 knots, then fluctuated and accelerated to 140 knots as it crossed HILGA and descended to 2,000 ft. The airplane descended before the final approach fix (CUPPA) and crossed it 300 ft low. The descent stopped for about 30 seconds, then resumed at about 1,300 ft per minute while the airspeed decreased. At 2301:24, the airspeed was about 85 knots at 500 ft msl. The last data point recorded the airplane at about 460 ft msl, 750 ft from the accident site. The airplane impacted the front of an occupied residence, and a postimpact fire ensued.
Aircraft and Pilot Information
The airplane's logbooks were not located. Maintenance records indicated the most recent annual inspection and maintenance occurred on October 3, 2020. The airplane was equipped with a Bendix/King KLN 94 GPS Navigation System certified for lateral navigation (LNAV) only and thus not capable of displaying vertical navigation for the approach.
The pilot's logbooks were also not located. On his last FAA medical certificate application, he reported 30 hours of flight time in the preceding 6 months and was issued a Continued Authorization for Special Issuance. On November 13, 2020, he completed recurrent training for the MU-2B series under Part 91 subpart N, with average scores. The pilot had a prior hard landing in an MU-2B-20 on December 28, 2011 (NTSB Report ERA12CA128) and purchased N322TA on February 1, 2012.
Wreckage and Impact
The accident site was located 2.24 miles from the approach end of runway 13. The postimpact fire consumed most of the airplane and the residence. The debris field was small, consistent with a low-energy impact. Postaccident examination revealed the airplane was configured with landing gear down and flaps at 20°. All major flight controls were present. Disassembly of both engines found debris consistent with roofing tiles in the combustion chambers, as well as rotational scoring and torsional fractures. Propeller blade positions between 25° and 28° indicated a low power setting. No preimpact anomalies were found in the airframe, engines, or propellers.
The Honeywell KMH 920 Enhanced Ground Proximity Warning System (EGPWS) downloaded data showed that mode 1 excessive descent rate alerts (“sink rate” and “pull up”) were generated before the accident. No input faults were detected.
Meteorological Information
Weather information for the accident flight indicated potential clouds between 700 and 1,400 ft, light low-level windshear between 1,100 and 2,300 ft, and light-to-moderate clear air turbulence below 4,000 ft.
Performance Study
A performance study using ADS-B data found that during the procedure turn, the airspeed dropped to 88 knots, near the calculated stall speed for wings-level, idle power, and 5° flaps. The airplane then accelerated to 140 knots, descended before the final approach fix, stopped descent for about 30 seconds, then resumed a descent of about 1,300 ft per minute while decelerating. The last calculated airspeed of 85 knots was about 7 knots above the stall speed for 20° flaps and idle power. ADS-B data from three prior flights showed large airspeed variations; the flight before the accident showed the airplane 200 ft above the glide path on final before regaining it.
Medical and Toxicological Information
An autopsy of the pilot determined the cause of death as blunt force injuries. No significant natural disease was identified. Toxicological testing by the FAA Forensic Sciences Laboratory detected zopiclone, related to the pilot's use of eszopiclone, a sedative. On his June 24, 2020 medical application, the pilot reported using losartan, sitagliptin-metformin, and atorvastatin.