Mitsubishi MU-2B-25 accident near Atlanta, Georgia, September 28, 2011
On September 28, 2011 at about 9:15 pm local time, a Mitsubishi MU-2B-25, registered N344KL, was substantially damaged in an accident during landing near Atlanta, Georgia (Cobb County Airport Mc Collum). It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper installation of the nose landing gear strut and subsequent collapse of the nose landing gear during landing.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 28, 2011 · about 9:15 pm local time · cases in 2011
- Place
- Atlanta, Georgia · Cobb County Airport Mc Collum · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mitsubishi MU-2B-25 · all MU-2B-25s on the register
- Registration
- N344KL · no longer on the register · serial 257
- 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 stated that after landing, the nose landing gear collapsed. Examination of the airplane nose strut down-lock installation revealed that the strut on the right side of the nose landing gear trunnion was installed incorrectly; the strut installed on the right was a left-sided strut. Incorrect installation of the strut could result in the bearing pulling loose from the pin on the right side of the trunnion, which could allow the nose landing gear to collapse. A review of maintenance records revealed recent maintenance activity on the nose gear involving the strut. The design of the strut is common for the left and right. Both struts have the same base part number, and a distinguishing numerical suffix is added for left side and right side strut determination. If correctly installed, the numbers should be oriented facing outboard. The original MU-2 Maintenance Manual did not address the installation or correct orientation of the strut. The manufacturer issued MU-2 Service Bulletin (SB) No. 200B, dated June 24, 1994, to address the orientation and adjustment. Service Bulletin 200B states on page 8 of 10 that the “Part Number may be visible in this (the) area from the out board sides (Inked P/N may be faded out).”
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
What happened, in order
- Aircraft maintenance event during prior to flight
- Sys/Comp malf/fail (non-power) during landing defining event
- Landing gear collapse during landing (landing roll)
The NTSB's findings
- Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
- Aircraft › Aircraft systems › Landing gear system › Nose/tail gear strut/axle › Inadequate inspection other cases naming the landing gear
- Organizational issues › Development › Design › Design of document/info › Manufacturer
- cause Aircraft › Aircraft systems › Landing gear system › Nose/tail landing gear › Incorrect service/maintenance other cases naming the landing gear
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 11,100 hours in all; 1,500 in this make and model; 40 in the last 90 days; 20 in the last 30 days; 10,800 as pilot in command; 1,200 on instruments
- Last flight review: May 2, 2011
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,196 hours
- Last inspection: 100-hour inspection, June 27, 2011; 10 hours since
- Maximum gross weight: 9,970 lb
- Seats: 10
- Landing gear: fixed
- Engine 1: Honeywell TPE331-6-251M (turboprop); 0 hours total
- Engine 2: Honeywell TPR331-6-251M (turboprop); 0 hours total
- Operator: Laurel Mountain Aviation LLC
The flight
- Departed from: HSV Hunstville AL at 8:41 pm
- Destination: RYY Atlanta GA
- Flight plan: IFR
- Runway 27, 6,311 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 2,500 ft
- Temperature: 66°F (19°C), dew point 61°F (16°C)
- Altimeter: 29.90 inHg
- Observation at 9:48 pm from RYY
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
19 documents, released by the NTSB on July 30, 2012. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N344KL: not on the register today · the record of its deregistration
- Mitsubishi MU-2 176 registered today · the model family and its accident history
- Mitsubishi 198 aircraft on the register
- Engine: Honeywell TPE331-6-251M 27 aircraft carry this series today · as the NTSB recorded it
- Engine: Honeywell TPR331-6-251M · as the NTSB recorded it
- Cobb County Intl/Mccollum Field · nearest airport
- Huntsville Intl-Carl T Jones Field · departed from
- Accidents and incidents in Georgia 2,138 since 1982 · 361 in the last ten years
- Georgia 8,807 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/ERA11LA507.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.