Cessna 320E accident near Minden, Nebraska, June 6, 1983
On June 6, 1983 at about 4:25 pm local time, a Cessna 320E, registered N26972, was substantially damaged in an accident near Minden, Nebraska (Pioneer Vil. airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 1983 · about 4:25 pm local time
- Place
- Minden, Nebraska · Pioneer Vil. · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 320E · all 320Es on the register
- Registration
- N26972 · no longer on the register · serial 0061
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT STALLED AND CRASHED ON THE FINAL APPROACH TO LAND. THE ACFT HAD CALLED FOR LANDING INFORMATION AND ENTERED THE PATTERN AND WAS SEEN ESTABLISHED IN A LOW FINAL APPROACH WHEN IT SUDDENLY TURNED RIGHT AND DESCENDED TO THE GROUND. THE ACFT IMPACTED ABOUT 1/4 MILE SE OF THE APPROACH END OF RWY 34 IN A WINGS LEVEL SLIGHTLY NOSE LOW ATTITUDE. ALL 3 LANDING GEAR WERE BROKEN DURING IMPACT AND THE ACFT SLID ABOUT 40 FT BEFORE COMING TO A STOP HEADING NNE. EXAMINATION OFTHE WRECKAGE REVEALED THAT THE ACFT HAD BEEN MODIFIED TO ACCOMODATE WEATHER RADAR. WHEN THE RADOME IS INSTALLED 2 PITOT TUBES ARE INSTALLED IF DONE IN ACCORDANCE WITH THE STC. ON THIS ACFT ONLY ONE TUBE WAS INSTALLED AND IT WAS INSTALLED ONTHE WRONG SIDE. IT WAS INSCRIBED PH506R AND IT WAS PUT ON THE LEFT SIDE OF THE FUSELAGE. NO ONE WAS ABLE TO TELL WHO INSTALLED THE TUBES OR WHEN. THE WRECKAGE EXAMINATION ALSO REVEALED THAT THE AIRSPEED INDICATOR WAS READING 198 MPH. IT WAS DISASSEMBLED AND THE DAMAGE NOTED WAS THAT THE SECTOR GEAR HAD SLIPPED CAUSING THE POINTER TO BE INACCURATE.
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: multi-engine land; single-engine land
- Flight time: 1,775 hours in all; 12 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,324 hours
- Last inspection: annual inspection, March 28, 1983; 12 hours since
- Maximum gross weight: 5,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-B (piston); 0 hours total
The flight
- Departed from: GLD Goodland KS at 3:29 pm
- Flight plan: none
- Runway 34, 2,800 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 12 knots
- Visibility: 15 statute miles
- Sky: scat at 25,000 ft
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 4:01 pm from EAR, 13 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.