Cessna 172N accident near Creswell, Oregon, March 21, 2004
On March 21, 2004 at about 5:45 pm local time, a Cessna 172N, registered N739HQ, was substantially damaged in an accident near Creswell, Oregon (Hobby Field). 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
The pilot's attempting takeoff with the fuel selector in the OFF position resulting in fuel starvation. Contributing factors were the change in habit pattern and expectancy of the fuel selector position as well as the fence and tree.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 21, 2004 · about 5:45 pm local time
- Place
- Creswell, Oregon · Hobby Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N739HQ · no longer on the register · serial 17270559
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At the completion of the flight immediately prior to the accident flight the pilot changed his habit pattern of 29 years and moved the fuel selector to the OFF position. The aircraft was equipped with a floor mounted fuel selector with 4 positions (OFF-LEFT-BOTH-RIGHT starting at the 6 o'clock position and moving counterclockwise respectively). Eight days later he took the plane out and relying only on tactile information ascertained the fuel selector in a fore-aft position assuming it was in the BOTH setting. The pilot physically but not visually verified the fuel selector in this position twice before taking off. Immediately after takeoff the engine stopped operating. A forced landing was accomplished during which the aircraft impacted a fence and a tree. The pilot reported that following the forced landing he placed the fuel selector in the OFF position. When the FAA inspector checked the aircraft following the accident he found the fuel selector in the "BOTH" position (12 o'clock position) as opposed to the "OFF" position (6 o'clock position).
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: 535 hours in all; 135 in this make and model; 4 in the last 90 days; 3 in the last 30 days
- Last flight review: March 13, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,230 hours
- Last inspection: annual inspection, June 20, 2003; 44 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: 77S Creswell OR at 5:45 pm
- Destination: 77S
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 43°F (6°C)
- Altimeter: 30.15 inHg
- Observation at 5:54 pm from EUG, 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.
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.