Cessna 172S and Piper PA-28-181 mid-air collision near Lake Elmo, Minnesota, August 22, 2003
On August 22, 2003 at about 10:26 pm local time, 2 aircraft, Cessna 172S (N53033) and Piper PA-28-181 (N38416), were involved in a mid-air collision near Lake Elmo, Minnesota. 3 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Both pilots failed to maintain adequate visual lookout and did not maintain clearance from the other aircraft.
Both pilots failed to maintain adequate visual lookout and did not maintain clearance from the other aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 22, 2003 · about 10:26 pm local time
- Place
- Lake Elmo, Minnesota · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172S · all 172Ss on the register
- Registration
- N53033 · no longer on the register · serial 172S9258
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N38416 · no longer on the register · serial 28-7790549
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172S final · quoted from the NTSB record
The Cessna and Piper airplanes were destroyed when they impacted terrain after a mid-air collision. Both the Cessna and Piper aircraft were flying beneath the positively controlled Class B airspace of the Minneapolis-St. Paul International Airport. Both airplanes were operating under visual flight rules, and both airplanes were transmitting the 1200 VFR beacon code on their respective transponders. Neither airplane was required to be in radio contact with air traffic control. The student pilot in the Cessna who survived the accident reported that the CFI let him take the flight controls while they were flying straight and level. He reported that he was flying the airplane and was looking straight ahead, trying to maintain straight and level flight. He reported that the CFI put her hand on the throttle and started explaining a climb procedure. He reported that while the CFI was explaining the climb procedure, the airplane was hit by another airplane on the right side. He reported that he never saw the other airplane before the impact and that he didn't think the CFI saw it either. He reported that the CFI did not grab the controls or make any "violent maneuvers" prior to the impact. Radar data indicated that the Cessna departed Downtown St. Paul Airport (STP) at approximately 1719 to the northwest and turned right to an easterly heading, paralleling interstate highway I-94 to the east. The Cessna climbed to approximately 2,300-2,400 feet pressure altitude about 4 minutes after takeoff and remained at that altitude until impact, approximately 2 minutes later. The Cessna was traveling approximately 98 knots average ground speed during the 2 minutes prior to impact. The Piper departed South St. Paul Municipal Airport (SGS) at approximately 1719. Approximately 4 minutes after takeoff, the Piper turned to the northeast on a heading of about 027 degrees. The Piper climbed from about 1,900 feet pressure altitude to about 2,300 feet pressure altitude during the 2 minutes prior to impact. The relative bearing between the Piper and the Cessna was about 60 degrees. The radar data indicated the Piper was traveling at approximately 107 knots average ground speed during the 2 minutes prior to impact. Approximately 36 inches of the Cessna's outboard right wing structure was found lodged in the wing root of the Piper's left wing, and was located with the main wreckage of the Piper. The Piper's left wing exhibited a span-wise crease about five feet long in the lower wing skins forward of the flap. The Cessna's right wing leading edge had two distinct dents that were spaced a similar distance apart as the Piper's wing tie-down ring and jack pad. The aft left side of the Piper's fuselage in the vicinity of the registration number exhibited black, rubber-like transfer marks. The right tire from the Cessna's main landing gear had white scuff marks on the right side of the tire.
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 NTSB's narrative for the Piper PA-28-181 final · quoted from the NTSB record
The Cessna and Piper airplanes were destroyed when they impacted terrain after a mid-air collision. Both the Cessna and Piper aircraft were flying beneath the positively controlled Class B airspace of the Minneapolis-St. Paul International Airport. Both airplanes were operating under visual flight rules, and both airplanes were transmitting the 1200 VFR beacon code on their respective transponders. Neither airplane was required to be in radio contact with air traffic control. The student pilot in the Cessna who survived the accident reported that the CFI let him take the flight controls while they were flying straight and level. He reported that he was flying the airplane and was looking straight ahead, trying to maintain straight and level flight. He reported that the CFI put her hand on the throttle and started explaining a climb procedure. He reported that while the CFI was explaining the climb procedure, the airplane was hit by another airplane on the right side. He reported that he never saw the other airplane before the impact and that he didn't think the CFI saw it either. He reported that the CFI did not grab the controls or make any "violent maneuvers" prior to the impact. Radar data indicated that the Cessna departed Downtown St. Paul Airport (STP) at approximately 1719 to the northwest and turned right to an easterly heading, paralleling interstate highway I-94 to the east. The Cessna climbed to approximately 2,300-2,400 feet pressure altitude about 4 minutes after takeoff and remained at that altitude until impact, approximately 2 minutes later. The Cessna was traveling approximately 98 knots average ground speed during the 2 minutes prior to impact. The Piper departed South St. Paul Municipal Airport (SGS) at approximately 1719. Approximately 4 minutes after takeoff, the Piper turned to the northeast on a heading of about 027 degrees. The Piper climbed from about 1,900 feet pressure altitude to about 2,300 feet pressure altitude during the 2 minutes prior to impact. The relative bearing between the Piper and the Cessna was about 60 degrees. The radar data indicated the Piper was traveling at approximately 107 knots average ground speed during the 2 minutes prior to impact. Approximately 36 inches of the Cessna's outboard right wing structure was found lodged in the wing root of the Piper's left wing, and was located with the main wreckage of the Piper. The Piper's left wing exhibited a span-wise crease about five feet long in the lower wing skins forward of the flap. The Cessna's right wing leading edge had two distinct dents that were spaced a similar distance apart as the Piper's wing tie-down ring and jack pad. The aft left side of the Piper's fuselage in the vicinity of the registration number exhibited black, rubber-like transfer marks. The right tire from the Cessna's main landing gear had white scuff marks on the right side of the tire.
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 for the Cessna 172S from the NTSB's investigation tables, in plain English
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,372 hours in all; 139 in the last 90 days; 44 in the last 30 days; 1,253 as pilot in command; 951 on instruments
- Last flight review: May 18, 2002
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
Dual student
- Injury: serious injuries
The aircraft
- Airframe total time: 559 hours
- Last inspection: 100-hour inspection, July 18, 2003; 78 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 0 hours total
- Operator: Wings, Inc.
The flight
- Departed from: STP St. Paul MN at 10:19 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 52°F (11°C)
- Altimeter: 30.09 inHg
- Observation at 10:53 pm from STP, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 |
The factual record for the Piper PA-28-181 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 99 hours in all; 92 in this make and model; 33 in the last 90 days; 14 in the last 30 days; 33 as pilot in command
- Last flight review: August 13, 2003
- Medical certificate: Class 3
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,792 hours
- Last inspection: annual inspection, November 1, 2002; 240 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: SGS South St. Paul MN at 10:19 pm
- Destination: BFW Silver Bay MN
- Flight plan: VFR
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.