Mitsubishi MU-2B-40 accident near Houston, Texas, May 16, 1996
On May 16, 1996 at about 1:53 pm local time, a Mitsubishi MU-2B-40, registered N40AM, was substantially damaged in an accident near Houston, Texas (William P. Hobby airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to obtain/maintain proper airspeed and flap setting for single engine flight. A factor relating to the accident was: Loss of power in the left engine for an undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 16, 1996 · about 1:53 pm local time
- Place
- Houston, Texas · William P. Hobby · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mitsubishi MU-2B-40 · all MU-2B-40s on the register
- Registration
- N40AM · registry record · serial 427
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that after takeoff, the airplane yawed to the left, and he observed that the torquemeter for the left engine was fluctuating. He feathered the left engine and began turning back toward the airport. The pilot reported that he maintained 20 degrees of flaps and the airplane would not climb over 200 feet AGL. According to the manufacturer's directions, if the flap setting is over 5 degrees, climb performance is not guaranteed. The pilot also reported that his airspeed was 115 knots. The manufacturer's directions called for maintaining at least 140 knots. The pilot elected to land on the departure runway, in the opposite direction from which he had departed. He approached the runway 90 degrees to the centerline, and performed a 90 degree turn to align the airplane with the runway. He delayed gear extension in order to reach the runway. When he extended the landing gear, the airplane stalled and touched down before the landing gear reached the 'down and locked' position. Subsequently, the gear collapsed, and the airplane slid off the runway. The owner did not make the engine available for further testing after the accident.
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
- Flight time: 3,750 hours in all; 450 in this make and model; 75 in the last 90 days; 25 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection; 35 hours since
- Maximum gross weight: 10,360 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TPE-331 (turboprop); 0 hours total
The flight
- Departed from: HOU at 2:00 pm
- Destination: AUS Austin TX
- Flight plan: IFR
- Runway 4, 7,602 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 12 statute miles
- Sky: broken clouds at 25,000 ft; scat at 1,500 ft
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 1:50 pm from HOU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.