Aerostar PA-60-601P accident near Preston, Minnesota, November 26, 2000
On November 26, 2000 at about 4:00 pm local time, a Aerostar PA-60-601P, registered N713HM, was substantially damaged in an accident near Preston, Minnesota (Filmore County Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
altitude/clearance from the trees not being obtained/maintained by the pilot. Factors to the accident were the trees and the contamination of the pitot/static system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 26, 2000 · about 4:00 pm local time
- Place
- Preston, Minnesota · Filmore County Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Aerostar PA-60-601P
- Registration
- N713HM · registry record · serial 61P-0449-17Z
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During initial climb after takeoff, the pilot noticed that the airspeed indicator was not increasing past 112-115 mph. The pilot reported that he lowered the nose of the airplane to increase airspeed, but no response was noted on the airspeed indicator. The pilot stated that the airplane made contact with a tree line located at the end of the runway, causing substantial damage to the airplane. The pilot reported, "I pulled up sharply, but clipped the tops of the trees, the airspeed was still at 115 MPH IAS [Indicated Airspeed] with 12+ degrees nose up, and the airplane climbing rapidly. I then looked at the GPS [Global Positioning System] ground speed read out, and realized that it was at 140 KTS [Knots]. After assessing things, it became obvious that airspeed was not reading correctly." The pilot stated, "I had a problem six weeks ago with a mud dauber wasp building a nest in the pitot tube, but this had been cleared out, and the aircraft flown several times since."
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 18,286 hours in all; 223 in this make and model; 23 in the last 90 days; 13 in the last 30 days; 3,000 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,854 hours
- Last inspection: annual inspection, September 1, 2000; 15 hours since
- Maximum gross weight: 6,000 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-540-S1A5 (piston); 0 hours total
The flight
- Departed from: 49Y at 4:00 pm
- Destination: MLI Moline IL
- Flight plan: IFR
- Runway 28, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 6 knots
- Visibility: 0.2 statute miles
- Temperature: 73°F (23°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 3:54 pm from RST, 20 miles away
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.
Other NTSB records under N713HM the same tail number, which may have belonged to a different aircraft at the time
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.