Cessna 172M accident near Brookings, Oregon, September 20, 2000
On September 20, 2000 at about 6:35 pm local time, a Cessna 172M, registered CGHNV, was substantially damaged in an accident near Brookings, Oregon (Brookings State airport). It was a personal 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
The pilot's loss of control during the landing attempt. Trees, a crosswind condition, the pilot's inadequate compensation for the wind conditions, and a delayed remedial action were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 20, 2000 · about 6:35 pm local time
- Place
- Brookings, Oregon · Brookings State · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- CGHNV · no longer on the register · serial 17266067
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After diverting from two other airports because of weather or high wind conditions, the pilot attempted a landing at a third airport. The pilot reported that the wind was not as strong at this airport and a landing was attempted. During the approach, the aircraft encountered gusting and turbulent conditions. The pilot does not recall all of the events leading up to the accident; however, the passenger recalled that the airplane was bouncing around on final approach due to the strong, gusting crosswind. The airplane touched down about half way down the runway and she did not feel that they had enough room to stop. During the landing roll, the airplane then veered to the left and off the side of the runway onto the gravel and grass area. The pilot then applied full power to go-around. The airplane eventually lifted off, but had not gained enough altitude to clear brush and trees that paralleled the runway. The airplane came to rest inverted about 1,100 feet from the point of runway departure.
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: 153 hours in all; 9 in the last 90 days; 5 in the last 30 days; 65 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,630 hours
- Last inspection: continuous airworthiness programme, September 16, 2000
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: 2S6 Newberg OR at 4:23 pm
- Destination: MFR Medford OR
- Flight plan: VFR
- Runway 30, 2,900 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 16 knots, gusting 22
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
- Observation at 5:56 pm from CEC, 18 miles away
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.