Short Bros SHORTS SD3-60 accident near Houston, Texas, May 17, 2012
On May 17, 2012 at about 12:15 pm local time, a Short Bros SHORTS SD3-60, registered N617FB, was substantially damaged in an accident during taxi near Houston, Texas (Geotge Bush International airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilots’ improper decision to burn fuel during the taxi by operating the engines at a higher-than-normal power setting and using the wheel brakes to control taxi speed, which resulted in a wheel fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 17, 2012 · about 12:15 pm local time
- Place
- Houston, Texas · Geotge Bush International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Short Bros SHORTS SD3-60 · all SHORTS SD3-60s on the register
- Registration
- N617FB · no longer on the register · serial SH3617
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilots reported that the cargo airplane was about 60 pounds over its maximum takeoff weight. Because their taxi to the assigned runway was long, they decided to reduce weight by using higher-than-normal engine power settings to burn fuel before takeoff while using the wheel brakes to control the airplane’s speed while taxiing. During the taxi, a fire ignited in the right wheel housing. The pilots brought the airplane to a stop on the taxiway, evacuated, and attempted to extinguish the fire with two handheld fire extinguishers. Airport firefighting personnel arrived on scene and extinguished the fire using foam suppressant. Although the fire damage was extensive, postaccident examination of the airplane did not show evidence of mechanical malfunctions or failures with the wheel and brake system that could have caused the fire. The right and left main landing gear tires deflated when the fusible plugs in the wheels blew due to overheating. The fusible plugs are designed to “fail” if the wheels overheat, and those plugs functioned as designed. The pilots stated that they had been trained to not ride the brakes while taxiing. However, the captain stated that he did not realize that he was in danger of blowing the tires much less causing a fire, otherwise he would not have attempted to bum off excess fuel while taxiing.
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
- Miscellaneous/other during taxi defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Flight crew
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Flight crew
- cause Aircraft › Aircraft systems › Landing gear system › Brake › Incorrect use/operation
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 5,348 hours in all; 2,305 in this make and model
- Last flight review: February 8, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 832 hours in all; 171 in this make and model
- Last flight review: February 3, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 27,504 hours
- Last inspection: approved inspection programme, May 9, 2012
- Maximum gross weight: 26,500 lb
- Landing gear: retractable
- Engine 1: Pratt & Whitney PT6A-65AR (turboprop); 0 hours total
- Engine 2: Pratt & Whitney PT6A-65AR (turboprop); 0 hours total
- Fire on the ground
- Operator: Acc Integrated Services INC
The flight
- Departed from: IAH Houston TX at 12:15 pm
- Destination: AUS Austin TX
- Flight plan: not recorded
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 29.82 inHg
- Observation at 12:18 pm from IAH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on August 7, 2013. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Statement from Operator | PDF, 1 page | View Download |
| 3 | Captain's Statement | PDF, 2 pages | View Download |
| 4 | First Officer's Statement | PDF, 2 pages | View Download |
| 5 | Photo 1 Airplane with Fire Damage to Right Stub Wing Assembly | PDF, 1 page | View Download |
| 6 | Photo 2 Closeup of Fire Damage to Right Stub Wing Assembly | PDF, 1 page | View Download |
| 7 | Photo 3 Fire Damage to Right Wheel and Brake Assembly | PDF, 1 page | View Download |
| 8 | Photo 4 Closeup of Fire Damage to Right Wheel and Brake Assembly | PDF, 1 page | View Download |
| 9 | Photo 5 Rear Aspect of Fire Damage to Right Stub Wing Assembly | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.