Mitsubishi MU-2B-40 accident near Waukegan, Illinois, June 15, 2004
On June 15, 2004 at about 6:24 pm local time, a Mitsubishi MU-2B-40, registered N77DK, was substantially damaged in an accident near Waukegan, Illinois (Waukegan Regional airport). It was a personal flight under general aviation rules (Part 91). 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 pilot's misjudgment of the landing flare which resulted in a hard landing. Contributing factors were the subsequent overload and collapse of the nose landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 15, 2004 · about 6:24 pm local time
- Place
- Waukegan, Illinois · Waukegan Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mitsubishi MU-2B-40 · all MU-2B-40s on the register
- Registration
- N77DK · registry record · serial 449
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft was substantially damaged during a hard landing, which subsequently collapsed the nose landing gear and wrinkled the fuselage. The pilot stated that the approach was "fairly" stabilized, however, he noted he was late getting set-up for landing. He did not recall how many green landing gear extension lights he observed prior to landing. The pilot reported that when the main landing gear touched down on landing the nose of the aircraft "immediately dropped to the runway." He reported that the aircraft came to rest headed straight down the runway, approximately on the centerline. The post-accident examination determined that the nose landing gear was in a retracted position in the wheel well. The remaining sections of the nose landing gear doors were wedged behind the landing gear strut. The lower, outboard section of the fuselage was wrinkled from the nose landing gear to a point approximately even with the windshield. The aircraft manufacturer stated that the nose landing gear doors are mechanically actuated.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,000 hours in all; 840 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,509 hours
- Last inspection: annual inspection, May 28, 2003
- Maximum gross weight: 10,470 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Garrett-Airesearch TPE 331-10 (turboprop); 0 hours total
- Engine 2: Garrett-Airesearch TPE 331-10 (turboprop); 0 hours total
The flight
- Departed from: PTK Pontiac MI at 5:30 pm
- Destination: UGN Waukegan IL
- Flight plan: IFR
- Runway 23, 6,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 61°F (16°C)
- Altimeter: 30.06 inHg
- Observation at 5:55 pm from UGN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.