Cessna 172M accident near Duluth, Minnesota, October 28, 2007
On October 28, 2007 at about 4:24 pm local time, a Cessna 172M, registered N4366R, was substantially damaged in an accident near Duluth, Minnesota (Duluth International 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 inadequate compensation for wind conditions during the landing approach. Contributing to the accident was the crosswind weather condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 28, 2007 · about 4:24 pm local time
- Place
- Duluth, Minnesota · Duluth International Airport
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N4366R · registry record · serial 17263117
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was performing a crosswind landing during a local flight. While on final approach to runway 27 the airplane reportedly encountered "significant southerly winds and gusts." The pilot stated that just prior to touchdown his "landing control suddenly deteriorated" and he attempted to level the airplane before impacting the runway. The nose landing gear separated from the airplane during the impact, which resulted in substantial damage to the engine firewall. A weather observation, completed 6 minutes after the accident, indicated that the wind was from 210 degrees at 11 knots. Another observation, completed 31 minutes after the accident, indicated that the wind was from 190 degrees at 12 knots, gusting to 19 knots. The pilot reported that the accident could have been prevented if he had used runway 21, which would have reduced the crosswind component during landing.
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: 85 hours in all; 85 in this make and model; 4 in the last 90 days; 1 in the last 30 days; 42 as pilot in command; 0 on instruments
- Last flight review: June 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,058.6 hours
- Last inspection: annual inspection, September 1, 2007
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: DLH Duluth MN
- Destination: DLH Duluth MN
- Flight plan: none
- Runway 27, 10,152 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 11 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 1,000 ft
- Temperature: 39°F (4°C), dew point 21°F (-6°C)
- Altimeter: 30.45 inHg
- Observation at 4:30 pm from DLH
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.