Cessna 152 accident near Hillsboro, Oregon, August 10, 2000
On August 10, 2000 at about 1:32 am local time, a Cessna 152, registered N6434H, was substantially damaged in an accident near Hillsboro, Oregon (Portland-Hillsboro airport). It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An inadequately planned approach. The encounter of wake turbulence and not being able to maintain aircraft control were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 2000 · about 1:32 am local time
- Place
- Hillsboro, Oregon · Portland-Hillsboro · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N6434H · no longer on the register · serial 15284166
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot reported that the airplane was trailing about 30 seconds behind two Life Flight helicopters on final approach for landing. About 500 feet before the end of the runway, the helicopters turned to the right toward the ramp area. The student pilot, who was on the flight controls at the time, stated that the approach was continued and at about 100-150 feet AGL and 60 knots airspeed, the airplane suddenly rolled to the right about 90 degrees. The flight instructor took over the controls and righted the aircraft, however, it continued to settle to the ground in a nose down attitude. The airplane collided with the ground about 200 feet short of the end of the runway and slid about 60 feet before coming to rest. Inspection of the flight control system did not reveal a mechanical failure or malfunction. The operator of the aircraft stated that he believed that wake turbulence from the helicopters contributed to the aircraft's sudden roll and subsequent collision with the ground.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 530 hours in all; 300 in this make and model; 180 in the last 90 days; 70 in the last 30 days; 460 as pilot in command; 195 on instruments
- Last flight review: July 28, 2000
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 9,318 hours
- Last inspection: 100-hour inspection, July 21, 2000; 53 hours since
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: HIO Hillsboro OR
- Destination: HIO
- Flight plan: none
- Runway 02, 4,049 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 61°F (16°C)
- Altimeter: 29.89 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.