Costruzioni Aeronautiche Tecna P-MENTOR accident near Des Moines, Iowa, February 11, 2026
On February 11, 2026 at about 7:30 pm local time, a 2024 Costruzioni Aeronautiche Tecna P-MENTOR, registered N316VV, was substantially damaged in an accident during landing (flare/touchdown) near Des Moines, Iowa (Des Moines Intl airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The solo student pilot’s improper landing flare and subsequent improper recovery from a bounced landing, which resulted in a loss of directional control and a runway excursion.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 2026 · about 7:30 pm local time
- Place
- Des Moines, Iowa · Des Moines Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Costruzioni Aeronautiche Tecna P-MENTOR, built 2024 · all P-MENTORs on the register
- Registration
- N316VV · registry record · serial 1111/US
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The solo student pilot reported that during the approach to the runway, she reduced the engine power while over the runway threshold. The airplane floated, it landed hard on the runway, and then it bounced. After a second bounce, the student pilot applied the brakes. The airplane bounced a third time and departed the runway to the left. During the runway excursion, the left wing impacted a runway sign. The airplane came to rest upright on a grass field near the runway. The airplane sustained substantial damage to the left wing and the engine mount. The student pilot reported there were no preimpact mechanical malfunctions or failures with the airframe or the engine 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
What happened, in order
- Hard landing during landing (flare/touchdown)
- Loss of control on ground during landing (flare/touchdown) defining event
- Runway excursion during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
- Evacuation during post (impact)
The NTSB's findings
- Personnel issues › Action/decision › Action › Delayed action › Student/instructed pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Student/instructed pilot
- Personnel issues › Action/decision › Action › Incorrect action performance › Student/instructed pilot
Pilot
- Certificate: student
- Flight time: 43.9 hours in all; 43.9 in this make and model; 35.9 in the last 90 days; 13.1 in the last 30 days; 0.7 as pilot in command
- Last flight review: February 2, 2026
- Medical certificate: Class 2 (waiver time limited special)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 712 hours
- Last inspection: annual inspection, January 22, 2026; 36.2 hours since
- Maximum gross weight: 1,587 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax Aircraft Engines 912iSC (piston); 712 hours total
The flight
- Departed from: DSM Des Moines IA at 6:34 pm
- Destination: DSM Des Moines IA
- Flight plan: none
- Runway 31, 9,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 20,000 ft
- Temperature: 48°F (9°C), dew point 21°F (-6°C)
- Altimeter: 30.31 inHg
- Observation at 1:00 pm from KDSM
Weather report (METAR): METAR KDSM 111854Z 26007KT 10SM FEW200 SCT250 09/M06 A3031 RMK AO2 SLP270 T00891056
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Profile photo and nose gear swept aft
Photograph 2 – Taxiway sign impacted by left wing
Photograph 3 – Left wing damage
Photograph 4 – Left wing spar damage
Photograph 5 – Damage includes lower engine mount, propeller, and nose wheel steering rodsThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on April 16, 2026. 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Photos | PDF, 6 pages · our copy | View Download |
| 3 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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 documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text 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 CEN26LA113.