Piper PA-28-121 accident near Glencoe, Minnesota, August 8, 1997
On August 8, 1997 at about 4:45 pm local time, a Piper PA-28-121, registered N2228Z, was substantially damaged in an accident near Glencoe, Minnesota (Glencoe 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
failure of the pilot to maintain directional control of the airplane during the landing, which resulted in an inadvertent ground swerve and subsequent collision with trees. Factors associated with the accident were: the crosswind, and proximity of trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 8, 1997 · about 4:45 pm local time
- Place
- Glencoe, Minnesota · Glencoe · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-121 · all PA-28-121s on the register
- Registration
- N2228Z · registry record · serial 287990408
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot overflew Glencoe Airport to obtain wind direction, while monitoring the Litchfield and Hutchison, Minnesota, Aviation Weather Observation Stations for wind information. He entered right traffic for runway 13. He said that on his first attempt to land, he could not keep the airplane aligned on the runway, so he performed a go-around and climbed back to traffic pattern altitude. He said, 'I did an extended downwind to give me more time to align with the runway on final. I touched down slightly past the runway number markings. I then became airborne again and did not have enough wind correction. A heavy crosswind pushed me off the left side of the runway which was a grassy area with standing water.' As the pilot was trying to stop the airplane, the airplane's left wing struck a pine tree, turning the airplane 90-degrees from its heading. It then went into a small grove of pine trees and came to a stop. Examination of the airplane revealed no anomalies. About 15 miles west-northwest at Hutchison, the 1135 cdt wind was reported to be from 170 degrees at 10 knots. About 30 miles northwest at Litchfield, the 1135 cdt wind was reported to be from 170 degrees at 6 gusting 14 knots.
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: 88 hours in all; 11 in this make and model; 13 in the last 90 days; 7 in the last 30 days; 56 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,118 hours
- Last inspection: annual inspection, July 18, 1997; 85 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: RWF Redwood Falls MN at 3:30 pm
- Destination: Y29
- Flight plan: none
- Runway 13, 3,300 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 4:35 pm from LJF, 30 miles away
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.