Mitsubishi MU-300 accident near Dallas, Texas, January 27, 2000
On January 27, 2000 at about 4:15 pm local time, a Mitsubishi MU-300, registered N900WJ, was substantially damaged in an accident near Dallas, Texas (Dallas Love Field Airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 6 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The diminished effectiveness of the anti-skid brake system due to the slush contaminated runway. Factors were the freezing rain encountered during the approach, coupled with a failure of the horizontal stabilizer heat.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 27, 2000 · about 4:15 pm local time
- Place
- Dallas, Texas · Dallas Love Field Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mitsubishi MU-300 · all MU-300s on the register
- Registration
- N900WJ · no longer on the register · serial A028SA
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Freezing rain, mist, and ice pellets were forecast for the destination airport with temperatures 34 to 32 degrees F. During the daylight IMC descent and vectors for the approach, the airplane began to accumulate moderate clear ice, and a master warning light illumination in the cockpit indicated that the horizontal stabilizer heat had failed. The airplane was configured at 120 knots and 10 degrees flaps in accordance with the flight manual abnormal procedures checklist; however, the crew did not activate the horizontal stabilizer deice backup system. The aircraft touched down 1,500 ft down the runway, which was contaminated with slush, and did not have any braking action or antiskid for 3,000 ft on the 7,753-ft runway. Therefore, 3,253 ft of runway remained for stopping the aircraft, which was 192 feet short of the 3,445 ft required for a dry runway landing. Upon observing a down hill embankment and support poles beyond the runway, the captain forced the airplane to depart the right side of the runway to avoid the poles. After the airplane started down the embankment, the nose landing gear collapsed, and the airplane came to a stop.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,960 hours in all; 770 in this make and model; 55 in the last 90 days; 11 in the last 30 days; 5,670 as pilot in command; 3,060 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,266 hours
- Last inspection: 100-hour inspection, December 29, 1999; 12 hours since
- Maximum gross weight: 15,500 lb
- Seats: 10
- Landing gear: retractable
- Engine: P&W JT15D-4D (turbofan); 0 hours total
The flight
- Departed from: AUS Austin TX at 3:45 pm
- Destination: DAL
- Flight plan: IFR
- Runway 31R, 7,753 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 0.8 statute miles
- Sky: broken clouds at 600 ft; not recorded
- Temperature: 32°F (0°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 4 |
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.