Piper PA-12 accident near Greenwood, Mississippi, September 3, 1993
On September 3, 1993 at about 11:44 pm local time, a Piper PA-12, registered N2966M, was substantially damaged in an accident near Greenwood, Mississippi (Greenwood-Leflore 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
OPERATION OF THE AIRPLANE BY THE PILOT-IN-COMMAND/CFI WITH KNOWN DEFICIENCIES IN EQUIPMENT AND THE WORN CONDITION OF THE TAILWHEEL ASSEMBLY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 1993 · about 11:44 pm local time
- Place
- Greenwood, Mississippi · Greenwood-Leflore
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-12 · all PA-12s on the register
- Registration
- N2966M · no longer on the register · serial 12-1360
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
BEFORE RENTING THE AIRPLANE, THE PIC/CFI WAS ADVISED BY THE OWNER THAT THE AIRPLANE WAS DIFFICULT TO TAXI AT LOW SPEEDS. THE PIC/CFI STATED THIS IN THE SUBMITTED WRITTEN REPORT. AT THE TIME OF THE ACCIDENT THE WIND WAS FROM 350 DEGREES AT 10 KNOTS. RUNWAY 36 WAS THE ACTIVE RUNWAY. THE FRONT SEAT PILOT WAS FLYING THE AIRPLANE. WHILE LANDING AFTER THE TAIL WHEEL CONTACTED THE RUNWAY, THE EMPENNAGE SWUNG TO THE LEFT. THE PILOT FLYING THE AIRPLANE APPLIED FULL LEFT RUDDER, BRAKE, AND AILERON INPUTS BUT THE AIRPLANE GROUND LOOPED TO THE RIGHT DAMAGING THE LEFT WING. EXAMINATION OF THE TAILWHEEL ASSEMBLY BY AN FAA CERTIFICATED MECHANIC REVEALED THAT A BOLT WHICH SECURES THE TAILWHEEL ASSEMBLY TO THE FUSELAGE WAS SEVERELY WORN. REVIEW OF THE AIRPLANE LOGBOOKS REVEALED THAT THE AIRPLANE HAD ACCUMULATED ABOUT 121 HOURS SINCE THE 100 HOUR INSPECTION WHICH WAS PERFORMED ON MAY 7, 1993.
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: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,000 hours in all; 4 in this make and model; 4 in the last 90 days; 4 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 12,907 hours
- Last inspection: 100-hour inspection, May 7, 1993; 121 hours since
- Maximum gross weight: 1,750 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming O-290-D2 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 36, 6,503 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 10 knots
- Visibility: 7 statute miles
- Sky: scat at 3,000 ft
- Temperature: 82°F (28°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 11:47 pm from GWO
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.
Other NTSB records under N2966M 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.