Cessna 172M accident near Eltopia, Washington, March 14, 2004
On March 14, 2004 at about 11:00 pm local time, a Cessna 172M, registered N1883V, was substantially damaged in an accident near Eltopia, Washington. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Remedial action delayed during the takeoff roll. Factors include rough/uneven terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 14, 2004 · about 11:00 pm local time
- Place
- Eltopia, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N1883V · no longer on the register · serial 17263780
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the airplane developed a rough running engine while in a cruise flight configuration. After unsuccessful attempts to correct the situation or determine the cause of the rough running engine, the pilot made a precautionary landing to a nearby open field. After landing in the field, the pilot checked the airplane's systems stating "...I ran the engine rpm up and down searching for any kind of noticeable miss or any other tell-tale sign that there may be a problem." After checking various systems, the pilot attempted a takeoff from the field. He stated that during the takeoff roll, "...the airplane rose into ground effect, but then drifted down out of it, coming back down to the earth." The pilot stated that he aborted the takeoff, however, during the rollout the airplane encountered rising terrain and become airborne. He stated that when the airplane touched down the second time, it encountered rough uneven terrain and nosed down. The nose gear collapsed during the accident sequence.
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: 104 hours in all; 96 in this make and model; 16 in the last 90 days; 6 in the last 30 days; 41 as pilot in command
- Last flight review: December 20, 2003
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,030.8 hours
- Last inspection: annual inspection, January 15, 2004; 36 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: S98 Kennewick WA at 10:40 pm
- Destination: SFF Spokane WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 43°F (6°C)
- Altimeter: 30.14 inHg
- Observation at 10:53 pm from KPSC, 15 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.
Other NTSB records under N1883V the same tail number, which may have belonged to a different aircraft at the time
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.