Piper PA-28-161 accident near Fremont, Ohio, November 25, 2000
On November 25, 2000 at about 7:06 pm local time, a Piper PA-28-161, registered N1305H, was substantially damaged in an accident near Fremont, Ohio (Fremont Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to obtain a proper touchdown point while landing. Factors were the pilot's improper weather evaluation, rain, a low ceiling, and a tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 25, 2000 · about 7:06 pm local time
- Place
- Fremont, Ohio · Fremont Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N1305H · no longer on the register · serial 28-7716013
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument rated pilot stated that he obtained a weather briefing from flight service prior to departure, and the forecast was for marginal VFR conditions. About 1 hour into the flight, the pilot experienced deteriorating weather conditions, including lowering visibility and rain. He made a 180-degree turn and diverted to an airport. The pilot landed long on Runway 27, but did not want to go-around in the deteriorating weather conditions. The airplane traveled off the end of the runway, into a ditch. Review of the pilot's weather briefing revealed that he was advised of cloud layers up to 25,000 feet along his planned route of flight, and AIRMETs for IFR conditions. About the time of the accident, the reported weather at an airport approximately 25 miles away was: wind from 100 degrees at 11 knots; visibility 1 3/4 statute mile; light rain and mist; ceiling 500 feet broken, 3,300 feet overcast; temperature 39 degrees Fahrenheit, dewpoint 37 degrees; altimeter 29.92 inches Hg.
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: 470 hours in all; 330 in this make and model; 26 in the last 90 days; 18 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,402 hours
- Last inspection: annual inspection, October 27, 2000; 20 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Operator: Colgan Air Services
The flight
- Departed from: YNG Youngstown OH at 5:45 pm
- Destination: LSE La Crosse WI
- Flight plan: none
- Runway 27, 4,137 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 11 knots
- Visibility: 1.8 statute miles
- Sky: broken clouds at 500 ft; not recorded
- Temperature: 39°F (4°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 7:16 pm from TOL, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.
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.