Piper PA-32-300 accident near Superior, Wisconsin, November 21, 2003
On November 21, 2003 at about 5:25 pm local time, a Piper PA-32-300, registered N28693, was substantially damaged in an accident near Superior, Wisconsin (Bong 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).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control of the airplane during the landing roll. Factors associated with the accident were the ditch that the airplane contacted.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 21, 2003 · about 5:25 pm local time
- Place
- Superior, Wisconsin · Bong Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N28693 · registry record · serial 32-7940121
- 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 a ditch following a loss of directional control while landing. The pilot reported the airplane touched down at an airspeed of 80 to 85 knots. He reported that after a brief landing roll, he tapped the brakes and the airplane pulled to the left toward the grass. The pilot reported he pulled back on the control yoke and applied light brakes as the airplane continued toward the grass. Upon seeing a drainage ditch that was perpendicular to the runway, the pilot applied power and pulled back in an attempt to clear the ditch. The airplane contacted the ditch at which time the landing gear collapsed. Inspection of the airplane's brakes following the accident failed to reveal any mechanical failure/malfunction. Skid marks on the runway matched the track of the right main and nose gears. No tracks from the left main gear were visible until a point where the airplane had traveled into the grass. The pilot made the following recommendation as to how the accident could have been avoided. "Reduce landing touchdown speed, and after landing allow aircraft to runout and burn off speed naturally before applying brakes."
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: private
- Ratings: single-engine land
- Flight time: 124 hours in all; 17 in this make and model; 35 in the last 90 days; 22 in the last 30 days; 57 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,670 hours
- Last inspection: annual inspection, October 22, 2003; 16 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IOP-540-K1G5 (piston); 0 hours total
The flight
- Departed from: MIC Minneapolis MN at 4:20 pm
- Destination: SUW Superior WI
- Flight plan: none
- Runway 31, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 3,200 ft
- Temperature: 34°F (1°C), dew point 21°F (-6°C)
- Altimeter: 30.15 inHg
- Observation at 5:15 pm from SUW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.