Wsk Pzl Warzawa-Okecie PZL-104 WILGA 80 accident near Hillsboro, Oregon, October 8, 2000
On October 8, 2000 at about 9:00 pm local time, a Wsk Pzl Warzawa-Okecie PZL-104 WILGA 80, registered N80EG, was substantially damaged in an accident near Hillsboro, Oregon (Stark'S Twin Oaks Airpark airport). It was a personal 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
Clearance from an obstruction was not maintained during the go-around. The pilot's failure to maintain directional control during the landing roll was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2000 · about 9:00 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
- Wsk Pzl Warzawa-Okecie PZL-104 WILGA 80 PZL-104 WI
- Registration
- N80EG · no longer on the register · serial CF21940946
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during the landing roll, the tail wheel equipped airplane suddenly veered to the left and exited the side of the runway onto the grass. The pilot applied corrective action and opted to go-around when he observed a debris pile in his line of travel. The aircraft did not clear the debris pile and the horizontal stabilizer collided with an obstruction. The airplane nosed down and over, coming to rest inverted. During the accident sequence, the tail wheel separated from the attachment/pivot point, and the axle shaft was broken. An independent metallurgist visually inspected the axle shaft and reported that the failure was due to overload. No mechanical failures or malfunctions were found during the main landing gear inspection of the wheel brake assembly.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,400 hours in all; 45 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 95 hours
- Last inspection: annual inspection, July 1, 2000; 15 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Pzl-Kalisz AI-14RA (piston); 0 hours total
The flight
- Departed from: 7S3
- Flight plan: none
- Runway 2, 2,400 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 9,500 ft; not recorded
- Temperature: 66°F (19°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 8:53 pm from HIO, 6 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.