Piper PA-16 accident near Gleneden Beach, Oregon, December 6, 2000
On December 6, 2000 at about 7:10 pm local time, a Piper PA-16, registered N5639H, was substantially damaged in an accident near Gleneden Beach, Oregon (Siletz Bay State Airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's excessive application of main wheel brakes. Factors include the pilot's failure to maintain directional control and his inadequate remedial action during his attempt to regain control.
Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 6, 2000 · about 7:10 pm local time · cases in 2000
- Place
- Gleneden Beach, Oregon · Siletz Bay State Airport · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-16 · all PA-16s on the register
- Registration
- N5639H · registry record · serial 16-250
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing roll, the student pilot was unable to keep the tailwheel aircraft from drifting toward the edge of the runway. As the aircraft got closer to departing the runway, the pilot increased braking to a point that caused the aircraft to tip up on its nose and fall over onto its back.
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: student
- Flight time: 111 hours in all; 111 in this make and model; 64 in the last 90 days; 12 in the last 30 days; 95 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, March 27, 2000; 110 hours since
- Maximum gross weight: 1,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-A1A (piston); 0 hours total
The flight
- Departed from: 7S5 Independence OR at 6:45 pm
- Destination: S45
- Flight plan: VFR
- Runway 35, 3,000 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Connections how this case links to the rest of the register
- N5639H on the register today · the tail number may have moved to another aircraft since
- Piper PA-16 Clipper 276 registered today · the model family and its accident history
- Piper 44,844 aircraft on the register
- Engine: Lycoming O-320-A1A 21 aircraft carry this series today · as the NTSB recorded it
- Siletz Bay State Airport · nearest airport
- Independence State Airport · departed from
- Accidents and incidents in Oregon 1,862 since 1982 · 277 in the last ten years
- Oregon 7,013 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/SEA01LA027.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.