Beech F90 accident near Sunriver, Oregon, July 16, 2003
On July 16, 2003 at about 2:40 pm local time, a Beech F90, registered N299KP, was substantially damaged in an accident near Sunriver, Oregon (Sunriver airport). It was a personal 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 misjudgment of distance while landing, which resulted in a runway overrun. Factors include rough uneven terrain and a tailwind.
Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 2003 · about 2:40 pm local time · cases in 2003
- Place
- Sunriver, Oregon · Sunriver · 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
- Beech F90 · all F90s on the register
- Registration
- N299KP · registry record · serial LA-218
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot reported that while landing on runway 18, he inadvertently touched down approximately halfway down the 5,455 foot long, asphalt covered runway. The pilot said that after the initial touchdown, he applied maximum braking and full reverse power. The airplane continued off the end off the runway, eventually coming to rest approximately 35 feet beyond the runway threshold. During the overrun, the airplane's right main gear collapsed, and the right wing struck the ground. In a subsequent written report, the pilot reported that the aircraft's right main wheel brake locked up during the landing roll. He also reported that he was landing with a tailwind. Runway 18 is serviced by a 2-box, 3 degree VASI.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 10,692 hours in all; 2,100 in this make and model; 60 in the last 90 days; 29 in the last 30 days
- Medical certificate: Class 2
The aircraft
- Maximum gross weight: 10,950 lb
- Landing gear: retractable
- Engine: Pratt & Whitney PT-6-35A (turboprop); 0 hours total
The flight
- Departed from: MCC Sacramento CA
- Destination: S21 Sunriver OR
- Flight plan: IFR
- Runway 18
Weather at the time
- Light: daylight
- 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
- N299KP on the register today · the tail number may have moved to another aircraft since
- Beechcraft F90 108 registered today · the model family and its accident history
- Beechcraft 6 aircraft on the register
- Engine: Pratt & Whitney PT-6-35A 12 aircraft carry this series today · as the NTSB recorded it
- Sunriver Airport · nearest airport
- MC Clellan Airfield · departed from
- Accidents and incidents in Oregon 1,862 since 1982 · 277 in the last ten years
- Oregon 7,012 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/SEA03CA138.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.