Dassault DA-10 accident near Romulus, Michigan, January 24, 1996
On January 24, 1996 at about 3:18 pm local time, a Dassault DA-10, registered N191MC, was substantially damaged in an accident near Romulus, Michigan (Detroit Metropolitan airport). It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 8 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
failure of the right landing gear locking mechanism.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 24, 1996 · about 3:18 pm local time
- Place
- Romulus, Michigan · Detroit Metropolitan · map
- Type
- Accident
- Injuries
- No one was hurt; 8 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Dassault DA-10
- Registration
- N191MC · no longer on the register · serial 30
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported getting an unsafe indication on the right main landing gear when the landing gear was lowered. The crew recycled the landing gear and got the same unsafe indication. The crew retracted the gear and diverted to Detroit. On arrival, the crew performed the 'landing gear abnormal extension checklist,' but the unsafe indication remained. The air traffic control tower reported that the gear appeared normal. During the landing, the right main landing gear retracted. The airplane slid sideways, striking a runway marker as it departed the runway, and came to rest in a field. Examination revealed that the right landing gear downlock mechanism could be overcome with physical force. Examination of the right landing gear actuator revealed that one of the six shims which separate the spacers and help guide the safety lock switch was out of position and lying on top of the lock assembly.
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: 11,163 hours in all; 1,330 in this make and model; 78 in the last 90 days; 31 in the last 30 days; 895 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 9,829 hours
- Last inspection: inspection type not recorded, August 23, 1995; 187 hours since
- Maximum gross weight: 18,740 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TFE 731-2-1C (turbofan); 0 hours total
The flight
- Departed from: PNE N. Philadelphia PA at 1:25 pm
- Destination: FNT Flint MI
- Flight plan: IFR
- Runway 3R, 10,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 17 knots, gusting 26
- Visibility: 10 statute miles
- Sky: overcast at 1,300 ft; not recorded
- Temperature: 27°F (-3°C), dew point 19°F (-7°C)
- Altimeter: 29.00 inHg
- Observation at 3:27 pm from DTW, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 6 |
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.