Cessna 172P and Cessna 172M accident near Brainerd, Minnesota, November 27, 1998
On November 27, 1998 at about 6:01 pm local time, 2 aircraft, Cessna 172P (N52502) and Cessna 172M (N80357), were involved in the same accident near Brainerd, Minnesota (Brainerd-Crow Wing County airport). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The visual lookout not obtained/maintained by the pilot. Contributing factors were the unicom frequency not selected and the traffic advisory not issued by the pilot. An additional factor was the aircraft moving on the ground.
The visual lookout not obtained/maintained by the pilot of the other aircraft. Contributing factors were the unicom frequency not selected and the traffic advisory not issued by the pilot of the other aircraft. An additional factor was the aircraft moving on the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 27, 1998 · about 6:01 pm local time
- Place
- Brainerd, Minnesota · Brainerd-Crow Wing County · map
- Type
- Accident · collision on the ground
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172P · all 172Ps on the register
- Registration
- N52502 · no longer on the register · serial 17274542
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172M · all 172Ms on the register
- Registration
- N80357 · no longer on the register · serial 17266546
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172P final · quoted from the NTSB record
A Cessna 172P, N52502, piloted by a private pilot, received substantial damage, when it collided with a Cessna 172M, N80357, during touchdown on Runway 23 at Brainerd-Crow Wing County Regional Airport (BRD), Brainerd, Minnesota. The pilot of N52502 stated that he had made a call on the common traffic advisory frequency (CTAF) of 122.7 and did not hear any other traffic in the area. A witness stated that he saw N52502 overtake and land on top of N80357, which had completed its touchdown on runway 23. Inspection of both aircraft by a mechanic revealed that both communication radios of N80357 were set to a frequency of 122.7 MHz and that the communication radios of N52502 were set to 135.8 MHz and 122.9 MHz. The CTAF for BRD was 122.7 MHz.
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 NTSB's narrative for the Cessna 172M final · quoted from the NTSB record
A Cessna 172P, N52502, piloted by a private pilot, received substantial damage, when it collided with a Cessna 172M, N80357, during touchdown on Runway 23 at Brainerd-Crow Wing County Regional Airport (BRD), Brainerd, Minnesota. The pilot of N52502 stated that he had made a call on the common traffic advisory frequency (CTAF) of 122.7 and did not hear any other traffic in the area. A witness stated that he saw N52502 overtake and land on top of N80357, which had completed its touchdown on runway 23. Inspection of both aircraft by a mechanic revealed that both communication radios of N80357 were set to a frequency of 122.7 MHz and that the communication radios of N52502 were set to 135.8 MHz and 122.9 MHz. The CTAF for BRD was 122.7 MHz.
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 for the Cessna 172P from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,600 hours in all; 900 in this make and model; 20 in the last 90 days; 7 in the last 30 days; 1,540 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,397 hours
- Last inspection: annual inspection, October 14, 1998; 26 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
The flight
- Departed from: DLL Baraboo WI at 3:00 pm
- Destination: BRD
- Flight plan: none
- Runway 23, 6,500 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 5:53 pm from BRD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 172M from the NTSB's investigation tables, in plain English
Pilot
- Certificate: student
- Ratings: single-engine land
- Flight time: 49 hours in all; 38 in this make and model; 12 in the last 90 days; 8 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,939 hours
- Last inspection: 100-hour inspection, September 7, 1998; 72 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: 8Y6 Clear Lake MN at 5:15 pm
- Destination: BRD
- Flight plan: VFR
- Runway 23, 6,500 ft by 150 ft
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.
Other NTSB records under N52502 the same tail number, which may have belonged to a different aircraft at the time
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.