Piper PA-31T1 accident near Great Falls, Montana, May 19, 1998
On May 19, 1998 at about 9:36 pm local time, a Piper PA-31T1, registered N121BE, was destroyed in an accident near Great Falls, Montana (Great Falls Intl airport). It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight crew's failure to maintain aircraft control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 19, 1998 · about 9:36 pm local time
- Place
- Great Falls, Montana · Great Falls Intl · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31T1 · all PA-31T1s on the register
- Registration
- N121BE · registry record · serial 31T-8004036
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight was on a practice nondirectional beacon (NDB) approach to Great Falls runway 34 in visual conditions. Abeam the final approach fix, the aircraft was 4 miles right of course. Upon being advised of this by ATC, the pilot corrected back to final with a 60-degree intercept angle, rolling out on course 3 miles from the runway. When the pilot called missed approach, the local controller (a trainee) instructed the pilot to make a 360-degree right turn to enter right downwind for runway 3, and the pilot acknowledged. The controller trainee then amended this instruction to a 180-degree right turn to enter right downwind for runway 21, then to a 180-degree right turn to enter right downwind for runway 3. The crew did not acknowledge the amended instruction. Controllers then observed the airplane had crashed. Witnesses reported the airplane entered a steep descent from a right turn and impacted the ground at a steep angle. The flight was described as recurrent training required by the owner's insurance; however, the second aircraft occupant's airline transport pilot and flight instructor certificates had been revoked, and he held only a private pilot certificate. Investigators found no evidence of aircraft malfunctions.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,347 hours in all; 49 in the last 90 days; 18 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,226 hours
- Last inspection: approved inspection programme, April 24, 1998; 14 hours since
- Maximum gross weight: 8,700 lb
- Seats: 7
- Landing gear: retractable
- Engine: P&W PT6A-11 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: GTF at 8:55 pm
- Flight plan: none
- Runway 34
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 9:39 pm from GTF
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.
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.