Piper PA-18 accident near Clear Lake, Minnesota, January 20, 2002
On January 20, 2002 at about 9:00 pm local time, a Piper PA-18, registered N7113K, was substantially damaged in an accident near Clear Lake, Minnesota (Leaders Clear Lake 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).
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The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons and the unsuitable terrain for the forced landing. Factors were the low altitude and the fences.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 20, 2002 · about 9:00 pm local time
- Place
- Clear Lake, Minnesota · Leaders Clear Lake · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18 · all PA-18s on the register
- Registration
- N7113K · registry record · serial 18-332
- 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 two fences during a forced landing to a field following an engine failure while in the traffic pattern. The pilot said that he had performed three "run ups" and was going to perform "...some take-offs and landings after the annual." He said that after take-off, at about 400 feet agl, the engine lost power and quit. He said that he had just turned from the crosswind leg of the traffic pattern to the downwind leg. The pilot stated that he could not make it back to the airport, and could not land directly ahead due to obstructions. The pilot said that he attempted to land in a field but the field did not have enough room for the landing and he hit two fences before coming to rest. A postaccident examination of the airplane revealed no anomalies that could be associated with a pre-impact condition. The engine was subsequently test run on the airframe and no anomalies were found. The weather observing station located about 7 miles and 330 degrees from the accident recorded the temperature as -3 degrees Celsius and the dewpoint as -7 degrees Celsius at 1453. According to a Transport Canada carburetor icing probability chart, the temperature and dewpoint fall in the range for light icing at cruise or descent power.
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
- LOSS OF ENGINE POWER during takeoff
- FORCED LANDING during emergency descent/landing
- ON GROUND/WATER COLLISION WITH OBJECT during emergency descent/landing
Pilot
- Ratings: single-engine land, none, none, none
- Flight time: 439 hours in all; 4 in this make and model; 0 in the last 90 days; 4 in the last 30 days
- Last flight review: January 12, 2002
- Medical certificate: class 3
- Injury: no injuries
The aircraft
- Last inspection: type not recorded, January 5, 2002; 54 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290 (piston); 0 hours total
- Operating certificate: in the vicinity
The flight
- Departed from: 8Y6 Clear Lake MN at 9:00 pm
- Flight plan: none
- Runway 18, 3,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,200 ft
- Temperature: 27°C, dew point 19°C
- Altimeter: 29.530001 inHg
- Observation at 8:53 pm from STC, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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 CHI02LA065.