Piper PA-44-180 accident near Shakopee, Minnesota, September 20, 2024
On September 20, 2024 at about 5:04 pm local time, a 1978 Piper PA-44-180, registered N2083D, was substantially damaged in an accident during approach (VFR pattern downwind) near Shakopee, Minnesota (Flying Cloud Airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilots’ failure to apply carburetor heat during the descent, which resulted in a loss of power on both engines due to carburetor ice.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 20, 2024 · about 5:04 pm local time
- Place
- Shakopee, Minnesota · Flying Cloud Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-44-180, built 1978 · all PA-44-180s on the register
- Registration
- N2083D · registry record · serial 44-7995126
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
One of the pilots, a flight instructor, was recently hired to instruct in the airplane and was receiving a check out flight from the assistant chief flight instructor. The pilots reported that they were preparing to enter the traffic pattern, so they began a descent from their cruising altitude of about 5,500 ft msl to 1,000 ft msl. About three miles from the airport, both engines on the multi-engine airplane began to run rough. Shortly thereafter, both engines lost all power. Despite the pilots advancing the propellers, mixtures, and throttles to their full forward position, engine power was not restored. The airplane continued to descend, and the pilots performed an off-airport landing onto a field. One of the pilots stated that they did not perform an emergency checklist because there was no checklist for a dual engine failure. Also, due to their proximity to the ground, they did not have time to perform an emergency checklist. The airplane sustained substantial damage to the fuselage and both wings. A postaccident examination revealed that there were about 25 gallons of fuel in each nacelle, and both fuel selectors were in the “ON” position. The carburetor heat for each engine was in the “OFF” position. Examination of the engines and fuel system did not reveal any mechanical anomalies or failures that would have precluded normal operation. The recorded temperature and dew point near the accident site were conducive to “serious icing” at glide power settings. The pilot operating handbook for the airplane stated that carburetor heat should be used “as required” during approach and landing or if engine roughness occurs. Based on this information, it is likely that carburetor ice formed while the throttles were retarded during the descent which resulted in the initial engine roughness and subsequent loss of engine power due to carburetor ice.
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
- Fuel related during approach (VFR pattern downwind) defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- Aircraft › Aircraft systems › Ice/rain protection system › Intake anti › ice, deice › Not used/operated
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Response/compensation
- Personnel issues › Action/decision › Action › Lack of action › Flight crew
- Personnel issues › Task performance › Use of equip/info › Use of checklist › Flight crew
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: 8,654 hours in all; 1,021 in this make and model; 89 in the last 90 days; 34 in the last 30 days; 7,853 as pilot in command; 7,318 on instruments
- Last flight review: September 13, 2023
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
Co-pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 0 hours in all; 0 in this make and model
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 12,593 hours
- Last inspection: 100-hour inspection, September 18, 2024
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-E1A6D (piston); 4,297 hours total
- Engine 2: Lycoming O-360-E1A6D (piston); 4,023 hours total
- Operator: Thunderbird Aircraft Co
The flight
- Departed from: FCM Eden Prairie MN at 4:04 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 9 knots, gusting 17
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 54°F (12°C)
- Altimeter: 29.83 inHg
- Observation at 11:53 am from KFCM, 3 miles away
Weather report (METAR): KFCM 201653Z 27009G17KT 10SM CLR 24/12 A2983
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN24LA360.