Mitsubishi MU-2B-60 accident near Rock, Kansas, November 5, 1998
On November 5, 1998 at about 2:58 am local time, a Mitsubishi MU-2B-60, registered N5LN, was destroyed in an accident near Rock, Kansas. It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot failed to maintain control of the aircraft and made an improper evaluation of the weather. Additional factors were flying a test flight at night with the icing conditions in the clouds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 5, 1998 · about 2:58 am local time
- Place
- Rock, Kansas
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Mitsubishi MU-2B-60 · all MU-2B-60s on the register
- Registration
- N5LN · registry record · serial 799SA
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's left engine had been overhauled and required an in-flight Negative Torque Sensing (NTS) check. The procedures required that the left engine be shut down during the test flight. The test flight was conducted at night. The pilots were briefed that there was icing and moderate rime icing mixed below 15,000 feet in clouds and precipitation. The cloud bases were between 2,500 to 2,900 feet agl. After departure, the pilot reported to ATC that they were clear and on top of the clouds at about 6,500 feet msl. N5LN was assigned a 180 degree heading at an assigned altitude of 8,000 feet. Without notification to ATC, N5LN turned to a southeast heading, descended from 7,700 feet to about 5,500 feet, and decelerated from about 182 kts to about 138 kts. ATC assigned N5LN a block altitude of 6,000 to 8,000 feet and a VFR-On-Top clearance. ATC instructed N5LN to turn right to stay in the assigned airspace. N5LN turned right but continued to descend from about 5,500 feet to the last radar indication of 4,500 feet. The airplane impacted the ground in a steep attitude. The inspection of the wreckage indicated the landing gear was down, and with full right rudder trim and about six degrees nose up trim. The examination of the engines indicated both engines were rotating and operating at the time of impact. The examination of the airframe and propellers found no pre-existing anomalies that would have precluded normal operation.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,136 hours in all; 298 in this make and model; 29 in the last 90 days; 4 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,712 hours
- Last inspection: 100-hour inspection, July 30, 1998; 30 hours since
- Maximum gross weight: 11,575 lb
- Seats: 9
- Landing gear: retractable
- Engine: Allied Signal TPE-331-10 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: 3AU Augusta KS at 2:35 am
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 200° at 6 knots
- Visibility: 9 statute miles
- Sky: overcast at 2,500 ft; not recorded
- Temperature: 100°F (38°C), dew point 91°F (33°C)
- Altimeter: 30.00 inHg
- Observation at 2:56 am from ICT, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.