Piper PA-32RT-300T accident near Longville, Minnesota, November 15, 2002
On November 15, 2002 at about 5:50 pm local time, a Piper PA-32RT-300T, registered N36315, was destroyed in an accident near Longville, Minnesota (Longville Municipal Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons and the unsuitable terrain/landing area encountered by the pilot during a forced landing. The low altitude at the time of power loss was a contributing factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 15, 2002 · about 5:50 pm local time
- Place
- Longville, Minnesota · Longville Municipal Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32RT-300T · all PA-32RT-300Ts on the register
- Registration
- N36315 · no longer on the register · serial 32R-7887033
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was substantially damaged during a forced landing after takeoff. The pilot stated that while climbing through an altitude of 300 feet above ground level, there was an abrupt loss of engine power without any backfiring. After the power loss, the pilot reportedly switched fuel tanks, confirmed the electric fuel pump switch was on, and confirmed that the magnetos switch was in the both position. The airplane then impacted a down sloping wooded area severing both wings and stabilizer surfaces from the airplane. Inspection of the cockpit noted that the flap handle was in the 0 degree flap position, the ignition switch was in the both position, and the fuel selector was on the left fuel tank. Examination of the wreckage revealed the presence of fuel within the lines leading to the engine driven pump, cylinder compression, engine continuity, and electrical continuity of the ignition system. No anomalies were noted with the engine driven fuel pump and servo. The pilot stated that he did not recall draining the fuel sumps before the flight, which is a listed preflight checklist item for the airplane.
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: single-engine land; instrument: airplane
- Flight time: 1,107 hours in all; 195 in this make and model; 25 in the last 90 days; 9 in the last 30 days; 1,080 as pilot in command
- Last flight review: June 5, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,477 hours
- Last inspection: annual inspection, August 1, 2003; 50 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming TIO-540 (piston); 0 hours total
- Engine 2: Lycoming TIO-540 (piston); 0 hours total
The flight
- Departed from: XVG Longville MN at 5:50 pm
- Destination: XVG
- Flight plan: none
- Runway 13, 3,800 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: scat at 1,700 ft
- Temperature: 21°F (-6°C), dew point 14°F (-10°C)
- Altimeter: 30.26 inHg
- Observation at 5:39 pm from XVG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.