Piper PA-28-180 accident near Mankato, Minnesota, December 13, 1999
On December 13, 1999, a Piper PA-28-180, registered N41910, was substantially damaged in an accident near Mankato, Minnesota. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilots failure to maintain a proper glidepath. Factors were the dark night and the pilots lack of recent night flying experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 13, 1999
- Place
- Mankato, Minnesota · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N41910 · no longer on the register · serial 28-7405150
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with trees while landing at night. An on scene examination of the aircraft found no anomalies that could be associated with a preexisting condition. In his written statement, the pilot listed no mechanical malfunction. The pilot stated that he '... was experiencing the classic optical illusion of thinking I was closer to the approach end of the runway, than I actually was.' The pilot stated that the accident could have been prevented by receiving additional night dual instruction and a visual approach slope indicator (VASI) on runway 22. According to the Airport/Facility Directory (A/FD), runway 22 has a VASI system that is activated using the aircraft radio tuned to the airport common traffic advisory frequency (CTAF). According to a statement from the airport manager, three flight instructors that operated aircraft during the late afternoon and early evening on the day of the accident were contacted. All three flight instructors indicated that the VASI lights were operational at the time of their flights. On the day following the accident, the airport maintenance manager conducted a daily inspection and determined that the VASI system was operational and in working order.
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: single-engine land
- Flight time: 129 hours in all; 62 in this make and model; 18 in the last 90 days; 7 in the last 30 days; 78 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,910 hours
- Last inspection: annual inspection, October 6, 1999; 21 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
The flight
- Departed from: 67NE Orleans NE at 8:55 pm
- Destination: MKT
- Flight plan: none
- Runway 22, 3,999 ft by 75 ft
Weather at the time
- Light: night, dark
- Wind: from 220° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 39°F (4°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.