Swearingen SA-226AT accident near Detroit, Michigan, December 15, 1995
On December 15, 1995 at about 9:23 am local time, a Swearingen SA-226AT, registered N31AT, was substantially damaged in an accident near Detroit, Michigan (Detroit Metro airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's failure to extend the landing gear. A factor in the accident was the pilot's diverted attention.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 1995 · about 9:23 am local time
- Place
- Detroit, Michigan · Detroit Metro · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Swearingen SA-226AT · all SA-226ATs on the register
- Registration
- N31AT · registry record · serial AT057
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that shortly after takeoff, the airplane's left engine started to surge. The airplane also began experiencing intermittent electrical surges which caused the instrument panel lights, cabin lights, and radios to go off and on. The pilot diverted to an alternate airport to land. He did not secure the left engine before landing because it was still developing some usable power. He placed the gear select handle in the down position and observed three green gear-down-and-locked lights. Prior to touchdown, both power levers were positioned to flight idle and no gear warning horn sounded. The airplane landed gear up. Postaccident examination revealed no abnormalities with the landing gear or electrical system. The landing gear emergency extension functioned properly. The landing gear indicating system showed a safe gear indication when the gear was extended during examination. Substantial damage to the gear doors was observed, but no damage to the landing gear was observed.
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; instrument: airplane
- Flight time: 9,550 hours in all; 3,977 in this make and model; 49 in the last 90 days; 40 in the last 30 days; 9,352 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,965 hours
- Last inspection: approved inspection programme, September 27, 1995; 54 hours since
- Maximum gross weight: 12,500 lb
- Seats: 3
- Landing gear: retractable
- Engine: Garrett 331-3U-330G (turboprop); 0 hours total
- Operator: Air Transportation INC.
The flight
- Departed from: FNT Flint MI at 9:10 am
- Destination: DTW
- Flight plan: IFR
- Runway 21R, 12,001 ft by 200 ft
Weather at the time
- Light: night, dark
- Wind: at 9 knots
- Visibility: 7 statute miles
- Sky: overcast at 900 ft; not recorded
- Temperature: 36°F (2°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 9:03 am from DTW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.