Piper PA-23-250 accident near Marshall, Minnesota, October 2, 2006
On October 2, 2006 at about 9:05 pm local time, a Piper PA-23-250, registered N71TA, was substantially damaged in an accident near Marshall, Minnesota (Southwest Minnesota Regional airport). It was an instructional 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 failure of the nose gear to properly extend for undetermined reasons, which resulted in damage to the forward fuselage during landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2006 · about 9:05 pm local time
- Place
- Marshall, Minnesota · Southwest Minnesota Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-250 · all PA-23-250s on the register
- Registration
- N71TA · registry record · serial 27-7654068
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was substantially damaged during landing when the nose gear failed to properly extend. The pilot reported that during touch-and-goes at MDS the nose gear would not extend prior to landing. The pilot diverted to MML and conducted a fly-by where ground personnel reported that the nose gear tire appeared to be cocked inside the gear well. The pilot reported that several attempts to lower the nose gear were unsuccessful. The pilot landed in the grass adjacent to the runway with the main gear extended and the nose gear retracted. Post accident investigation could not duplicate the problem. Operational checks of the landing gear retraction and extension after the accident were normal.
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
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,400 hours in all; 73 in this make and model; 100 in the last 90 days; 35 in the last 30 days; 5,900 as pilot in command; 880 on instruments
- Last flight review: July 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,855 hours
- Last inspection: annual inspection, September 1, 2006
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming TI0-540 (piston); 0 hours total
- Engine 2: Lycoming TI0-540 SER (piston); 0 hours total
The flight
- Departed from: MDS Madison SD at 7:30 pm
- Destination: MML Marshall MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 45°F (7°C)
- Altimeter: 29.95 inHg
- Observation at 8:55 pm from MML
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.