Boeing 737-500 accident near Klamath Falls, Oregon, August 9, 2001
On August 9, 2001 at about 8:08 pm local time, a Boeing 737-500, registered N512SW, was involved in an accident near Klamath Falls, Oregon. It was flown under scheduled airline rules (Part 121). 1 person was seriously injured; 129 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An encounter with turbulence from a developing thunderstorm during cruise flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 2001 · about 8:08 pm local time
- Place
- Klamath Falls, Oregon · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 129 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 737-500 · all 737-500s on the register
- Registration
- N512SW · no longer on the register · serial 24189
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
About 33 minutes after takeoff, while cruising at FL 330, the airplane captain observed a weather cell ahead. He initially believed that passage would occur over the cell's top, but as he neared, the cell built up. The fasten seat belt sign was turned on. However, none of the flight attendants were directed to be seated. The airplane went through the top of the cell during which time 5 seconds of moderate intensity turbulence was experienced. Two standing flight attendants and two passengers fell down. One of the flight attendants was seriously injured, and the two passengers sustained minor injuries. During the mishap, the airplane's altitude varied a maximum of 400 feet.
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: 20,000 hours in all; 11,144 in this make and model; 125 in the last 90 days; 52 in the last 30 days; 15,000 as pilot in command
- Last flight review: July 27, 2001
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: balloon
- Flight time: 7,064 hours in all; 1,559 in this make and model; 255 in the last 90 days; 99 in the last 30 days; 3,139 as pilot in command; 1,330 on instruments
- Last flight review: September 13, 2000
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 33,156 hours
- Last inspection: continuous airworthiness programme, August 3, 2001; 44 hours since
- Maximum gross weight: 134,000 lb
- Seats: 130
- Landing gear: fixed
- Engine: General Electric CFM-56 (turbofan); 0 hours total
The flight
- Departed from: PDX Portland OR at 7:35 pm
- Destination: SMF Sacramento CA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 5,000 ft
- Temperature: 90°F (32°C), dew point 52°F (11°C)
- Altimeter: 30.07 inHg
- Observation at 7:53 pm from LMT, 77 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 7 | ||
| Passengers | 122 |
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.