Piper PA-34-200T accident near Harbor Springs, Michigan, July 28, 2000
On July 28, 2000 at about 1:45 am local time, a Piper PA-34-200T, registered N345CD, was substantially damaged in an accident near Harbor Springs, Michigan (Harbor Springs airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot selected the wrong runway direction in which to land and he did not perform a go-around when he realized the landing approach was too high. Factors associated with the accident were the tailwind condition, the improper glidepath, and the intentional ground loop/swerve, and the fence at the end of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 2000 · about 1:45 am local time
- Place
- Harbor Springs, Michigan · Harbor Springs · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200T · all PA-34-200Ts on the register
- Registration
- N345CD · registry record · serial 34-7770148
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that prior to landing, he called the UNICOM for wind information. He was informed that the winds were calm, so he elected to land on runway 28. He reported that the landing approach was high and he touched down 1/3 to 1/2 way down the 4,157-foot long, wet runway. He reported he applied full brakes, but the airplane did not slow down. The pilot reported that it was too late to perform a go-around so he decided to keep the airplane on the ground. The pilot made an intentional sharp left turn to avoid a fence at the end of the runway and the right main gear collapsed when it contacted the grass off the side of the runway. The airplane came to rest almost 180 degrees to the direction of landing. The pilot reported the local winds were from 080 degrees at 7 knots. He reported, 'A flight over the wind sock would have prevented this mishap.'
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; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 13,000 hours in all; 65 in this make and model; 300 in the last 90 days; 140 in the last 30 days; 13,000 as pilot in command; 5,000 on instruments
- Medical certificate: Unknown
- Seat: rgt
The aircraft
- Airframe total time: 3,136 hours
- Last inspection: inspection type not recorded, August 1, 2000; 6 hours since
- Maximum gross weight: 4,570 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-360-E (piston); 0 hours total
- Operator: Bear River Aviation
The flight
- Departed from: DET Detroit MI at 1:00 am
- Destination: D87
- Flight plan: IFR
- Runway 28, 4,157 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: at 4 knots
- Visibility: 3 statute miles
- Sky: overcast at 6,000 ft; scat at 2,700 ft
- Temperature: 64°F (18°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 1:50 am from PLN, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.