Piper PA-28-180 accident near Mankato, Minnesota, November 12, 1992
On November 12, 1992, a Piper PA-28-180, registered N15609, was substantially damaged in an accident near Mankato, Minnesota. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO SELECT A PROPER FUEL SELECTOR POSITION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 12, 1992
- Place
- Mankato, Minnesota · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N15609 · no longer on the register · serial 28-7305096
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT WHILE IN AN EXTENDED TRAFFIC PATTERN TO LAND AT THE CONCLUSION OF A CROSS COUNTRY FLIGHT, THE ENGINE COUGHED AND BEGAN WINDMILLING. A FORCED LANDING WAS MADE DURING WHICH THE AIRPLANE CONTACTED POWER LINES. POST ACCIDENT INSPECTION REVEALED THE FUEL SELECTOR WAS FOUND POSITIONED ON THE LEFT TANK WHICH CONTAINED 12 GALLONS OF FUEL. THE RIGHT TANK WAS SEVERED BY THE POWER LINES AND FOUND EMPTY. A DEPUTY WHO ARRIVED AT THE SCENE JUST AFTER THE ACCIDENT STATED IT DID NOT APPEAR AS THOUGH ANY FUEL HAD DRAINED FROM THE RIGHT TANK. THE PILOT STATED HE TOOK OFF ON THE LEFT TANK, SWITCHED TO THE RIGHT AFTER APRX 1 HOUR, THEN SWITCHED BACK TO THE LEFT APRX 8 MILES FROM LANDING. THE PASSENGER SITTING IN THE LEFT FRONT SEAT, NEXT TO THE SELECTOR, STATED THE PILOT ONLY SWITCHED TANKS ONCE DURING THE FLIGHT. THE LOCATION OF BLOOD SPLATTERS AND A PUNCTURE MARK ON THE FUEL SELECTOR SUGGEST THE SELECTOR WAS POSITIONED ON THE RIGHT TANK WHEN THE ACCIDENT OCCURRED.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 625 hours in all; 250 in this make and model; 60 in the last 90 days; 20 in the last 30 days; 500 as pilot in command; 300 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,480 hours
- Last inspection: continuous airworthiness programme, January 2, 2000; 33 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
- Operator: Northstar Aviation
The flight
- Departed from: MBY Moberly MO at 10:00 pm
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 190° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 10,000 ft; not recorded at 10,000 ft
- Temperature: 37°F (3°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
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.