Mitsubishi MU-2B-60 accident near Elyria, Ohio, January 18, 2010
On January 18, 2010 at about 7:05 pm local time, a Mitsubishi MU-2B-60, registered N80HH, was destroyed in an accident during approach (IFR final approach) near Elyria, Ohio (Lorain County Regional Airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed during the instrument approach, which resulted in an aerodynamic stall and impact with terrain.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 18, 2010 · about 7:05 pm local time
- Place
- Elyria, Ohio · Lorain County Regional Airport · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mitsubishi MU-2B-60 · all MU-2B-60s on the register
- Registration
- N80HH · no longer on the register · serial 732
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On his first Instrument Landing System (ILS) approach, the pilot initially flew through the localizer course. The pilot then reestablished the airplane on the final approach course, but the airplane’s altitude at the decision height was about 500 feet too high. He executed a missed approach and received radar vectors for another approach. The airplane was flying inbound on the second ILS approach when a witness reported that he saw the airplane about 150 feet above the ground in about a 60-degree nose-low attitude with about an 80-degree right bank angle. The initial ground impact point was about 2,150 feet west of the runway threshold and about 720 feet north (left) of the extended centerline. The cloud tops were about 3,000 feet with light rime or mixed icing. The flap jack screws and flap indicator were found in the 5-degree flap position. The inspection of the airplane revealed no preimpact anomalies to the airframe, engines, or propellers. A radar study performed on the flight indicated that the calibrated airspeed was about 130 knots on the final approach, but subsequently decreased to about 95–100 knots during the 20-second period prior to loss of radar contact. According to the airplane’s flight manual, the wings-level power-off stall speed at the accident aircraft’s weight is about 91 knots. The ILS approach flight profile indicates that 20 degrees of flaps should be used at the glide slope intercept while maintaining 120 knots minimum airspeed. At least 20 degrees of flaps should be maintained until touchdown. The “No Flap” or “5 Degrees Flap Landing” flight profile indicates that the NO FLAP Vref airspeed is 115 knots calibrated airspeed minimum.
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
What happened, in order
- Aerodynamic stall/spin during approach (IFR final approach) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft structures › Wing structure › Trailing edge flaps › Incorrect use/operation
- Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,010 hours in all; 1,250 in this make and model
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: fatal
Co-pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 190 hours in all
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: fatal
Crew member
No details recorded.
The aircraft
- Airframe total time: 6,799 hours
- Last inspection: annual inspection, April 3, 2009; 90 hours since
- Maximum gross weight: 11,575 lb
- Landing gear: retractable
- Engine 1: Honeywell TPS-331-10 (turboprop); 0 hours total
- Engine 2: Honeywell TPS-331-10 (turboprop); 0 hours total
- Operator: Mitts Corp
The flight
- Departed from: GNV Gainesville FL at 4:00 pm
- Destination: LPR Elyria OH
- Flight plan: IFR
- Runway 07, 5,002 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 9 knots
- Visibility: 2 statute miles
- Sky: overcast at 500 ft
- Temperature: 30°F (-1°C), dew point 27°F (-3°C)
- Altimeter: 29.93 inHg
- Observation at 6:53 pm from LPR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 2 |
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN10FA097.