Piper PA-12 accident near Detroit Lakes, Minnesota, September 26, 2007
On September 26, 2007 at about 4:59 pm local time, a Piper PA-12, registered N2560M, was substantially damaged in an accident near Detroit Lakes, Minnesota. 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 visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The reduced airplane climb performance capability resulting in the pilot not obtaining a proper climb rate during takeoff and the inadequate flare by the pilot during the aborted takeoff. Additional causes were the inadequate preflight planning/preparation by the pilot, the airplane weight and balance exceeded by the pilot, and the inadequate compensation for wind conditions by they pilot. A contributing factor was the low airspeed at the time of the aborted takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 2007 · about 4:59 pm local time
- Place
- Detroit Lakes, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N2560M · registry record · serial 12-936
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The float plane was operated as a rental airplane when it received substantial damage during a hard landing on a lake following an aborted takeoff. The pilot stated that he took off toward the south and that the airplane became airborne "somewhat earlier than [he] anticipated and began to drift to the left." The pilot stated that he saw a peninsula along the flight path and was unsure of the float plane's ability to climb or turn to the right "properly" to avoid it. He then performed an aborted takeoff at 10-15 feet above the lake. He stated that the landing was "firm/hard," and the right fuselage strut partially collapsed into the right float upon landing. The pilot stated that if the float plane was aligned more to the right at lift off, he would have been "OK." He stated that he anticipated a left to right wind but encountered a right to left wind. The airplane rental operator stated that the pilot had two 5-gallon containers of fuel in the rear baggage compartment, and the airplane was over gross weight.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 19,912 hours in all; 14 in this make and model; 15 in the last 90 days; 8 in the last 30 days; 12,400 as pilot in command
- Last flight review: May 1, 2007
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 1,833 lb
- Seats: 2
- Landing gear: fixed
- Engine: Textron Lycoming O-320-A2B (piston); 0 hours total
- Operator: Super Cub Flyers Inc.
The flight
- Departed from: Detroit Lakes MN
- Destination: Long Lake MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 9 knots
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 59°F (15°C), dew point 0°F (-18°C)
- Altimeter: 30.02 inHg
- Observation at 10:00 am from DTL
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.