Cessna 182H accident near Hillsboro, Oregon, June 9, 2000
On June 9, 2000 at about 7:15 pm local time, a Cessna 182H, registered N8321S, was substantially damaged in an accident near Hillsboro, Oregon (Stark'S Twin Oaks Airpark airport). It was an other work-use flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inability to maintain the correct approach airspeed (Vref) on final due to incorrect airspeed indications resulting from a partial blockage of the pitot line. Factors include a quartering tailwind, a wet runway, and the pilot's decision not to lower the flaps during the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 2000 · about 7:15 pm local time
- Place
- Hillsboro, Oregon · Stark'S Twin Oaks Airpark · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182H · all 182Hs on the register
- Registration
- N8321S · no longer on the register · serial 18256421
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to his original destination, and while diverting to his home airport, the pilot was unable to achieve the desired indicated airspeed using the throttle settings that he was accustomed to. Upon reaching the airport, due to local takeoff and landing terrain avoidance procedures, the pilot chose to land on a runway with a tailwind of approximately 10 knots. Believing that the aircraft's engine was experiencing a malfunction that reduced its ability to produce thrust, he chose to use only 20 degrees of flaps while on final. As he crossed the runway threshold, he realized that his ground speed was excessive, but elected not to go around because of the suspected engine problem and the danger of impacting the trees on rising terrain off the departure end of the runway. The aircraft touched down about half way down the wet runway, and although the pilot applied maximum braking, he was unable to stop the aircraft before it departed the far end of the runway and went over an embankment. A post-accident inspection of the engine determined that it had not malfunctioned, but multiple contaminants were found in the pitot system mast and lines. The size and structure of the contaminants were such that they interfered with the correct display of the aircraft's indicated airspeed.
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: 240 hours in all; 17 in this make and model; 38 in the last 90 days; 19 in the last 30 days; 240 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection; 15 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: TTD Troutdale OR at 6:45 pm
- Destination: 7S3
- Flight plan: none
- Runway 2, 2,150 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 7 knots, gusting 15
- Visibility: 6 statute miles
- Sky: overcast at 2,500 ft; not recorded
- Temperature: 52°F (11°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.