Mitsubishi MU-2B accident near Louisville, Kentucky, December 15, 1982
On December 15, 1982 at about 1:30 pm local time, a Mitsubishi MU-2B, registered N5589S, was substantially damaged in an accident near Louisville, Kentucky (Bowman Field). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 1982 · about 1:30 pm local time
- Place
- Louisville, Kentucky · Bowman Field
- Type
- Accident
- Injuries
- 2 people were seriously injured and 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mitsubishi MU-2B · all MU-2Bs on the register
- Registration
- N5589S · no longer on the register · serial 150
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A TAKEOFF WAS INITIATED FROM A 3539 FT WET/UPSLOPING RWY. THE GROSS WT OF THE ACFT WAS ABOUT 9300 LBS (300 LBS UNDER THEMAX GROSS WT). THE PLT STATED THE ACFT ACCELERATED, BUT NEVER REACH '107.' AFTER USING ABOUT 2700 FT, THE PLT DECIDED TO ABORT THE TAKEOFF, HE PUT BOTH PROPS IN REVERSE & APPLIED FULL BRAKES. THE ACFT CONTINUED OFF THE DEPARTURE END OF THE RWY, WENT THRU THE PERIMETER FENCE, CROSSED A 4 LANE ROAD & MEDIAN, HIT A UTILITY POLE & FINALLY IMPACTED A LARGE TREE ABOUT 850 FT FROM THE END OF THE RWY. THE PLT USED A 5 DEG FLAP SETTING. THE PERFORMANCE MANUAL SHOWED THAT A TAKE-OFF DISTANCE TO CROSS OVER A 50 FT OBSTRUCTION WAS 1900 FT. THE MANUAL STATED THAT FOR EITHER 5 OR 20 DEG OF FLAPS, ALLOW THE ACFT TO ACCELERATE TO 70 TO 80 KTS, BEFORE APPLYING BACK PRESSURE ON THE ELEVATOR CONTROL, THEN THE ACFT SHOULD LIFT OFF AT ABOUT 93 TO 96 KTS. AN INVESTIGATION DISCLOSED NO POWER PLANT OR CONTROL MALFUNCTION.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 4,000 hours in all; 70 in this make and model; 90 in the last 90 days; 2,000 as pilot in command
- Medical certificate: Class 1
- Seat: unk
The aircraft
- Airframe total time: 3,167 hours
- Last inspection: inspection type not recorded; 61 hours since
- Maximum gross weight: 9,920 lb
- Seats: 7
- Landing gear: retractable
- Engine: Garrett TPE-331-151A (turboprop); 0 hours total
The flight
- Departed from: Louisville KY at 7:30 am
- Destination: C Odessa TX
- Flight plan: IFR
- Runway 14, 3,539 ft by 80 ft
Weather at the time
- Light: night, dark
- Wind: from 170° at 8 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 1,500 ft; not recorded
- Temperature: 117°F (47°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 7:28 am from LOU, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.