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Accidents · NTSB CHI02LA144 · Final report

Mitsubishi MU2B-20 accident near Belleville, Michigan, May 28, 2002

On May 28, 2002 at about 6:15 pm local time, a Mitsubishi MU2B-20, registered N54CK, was substantially damaged in an accident near Belleville, Michigan (Willow Run airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

The pilot's failure to verify the extension of the landing gear prior to landing, and his failure to perform the emergency landing gear extension procedure. The popped circuit breaker was a factor.

Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.

What the record shows

Date
May 28, 2002 · about 6:15 pm local time · cases in 2002
Place
Belleville, Michigan · Willow Run · cases near this airport · map
Type
Accident
Injuries
No one was hurt; 1 person was on board or involved.
Weather
visual conditions (good weather)
Aircraft
Mitsubishi MU2B-20 · all MU2B-20s on the register
Registration
N54CK · registry record · serial 135
Damage
Substantial damage
Flight
Business flight · general aviation rules (Part 91)

The NTSB's narrative final · quoted from the NTSB record

The airplane was substantially damaged when the landing gear collapsed during landing. The pilot stated, "Prior to landing, landing gear was selected down. Circuit breaker for landing gear motor had popped. Gear was not completely down and locked. Landing was completed." During the landing, the nose landing gear collapsed and the airplane came to rest on its nose. Subsequent to the accident, the landing gear system was inspected. No anomalies were found with respect to the landing gear system, or the landing gear unsafe warning system.

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, commercial pilot
  • Ratings: multi-engine land; single-engine land; instrument: airplane
  • Last flight review: March 3, 2002
  • Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
  • Seat: left
  • Injury: no injuries

The aircraft

  • Airframe total time: 8,969.3 hours
  • Last inspection: approved inspection programme, May 10, 2000; 103 hours since
  • Maximum gross weight: 9,920 lb
  • Seats: 7
  • Landing gear: retractable
  • Engine: Airesearch TPE 331-151A (turboprop); 0 hours total
  • Operator: Kalitta Air

The flight

  • Departed from: OSC Oscoda MI at 5:25 pm
  • Destination: YIP Belleville MI
  • Flight plan: none
  • Runway 23, 7,526 ft by 150 ft

Weather at the time

  • Light: daylight
  • Wind: from 140° at 10 knots
  • Visibility: 10 statute miles
  • Sky: clear
  • Temperature: 73°F (23°C), dew point 61°F (16°C)
  • Altimeter: 30.09 inHg
  • Observation at 5:53 pm from KYIP

Injuries

FatalSeriousMinorNone
Crew1

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.

Connections how this case links to the rest of the register

Aircraft
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Analytics

The whole map of how records connect · these connections as data: /graph/accident/CHI02LA144.json.

The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.

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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.