Cessna 172P accident near Olympia, Washington, October 30, 2004
On October 30, 2004 at about 6:54 am local time, a Cessna 172P, registered N53161, was substantially damaged in an accident near Olympia, Washington. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from terrain while maneuvering in known adverse weather conditions. Clouds, rain, high wind, dark night, trees, mountainous terrain and the pilot's inadequate in-flight planning/decision were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 30, 2004 · about 6:54 am local time
- Place
- Olympia, Washington · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N53161 · no longer on the register · serial 17274694
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a night cross country flight in known adverse weather conditions, the private pilot, with the assistance of air traffic control, was trying to divert into a nearby airport. The pilot reported rough turbulence and heavy rain to the controller. Radar tracking indicated that the flight was in an area of mountainous terrain when the aircraft descended below radar coverage. The wreckage was located on the side of a ridge line. Evidence indicated that the aircraft collided with a dead tree snag before colliding with rising terrain in a level attitude. Witnesses located north of the accident site reported hearing an aircraft fly overhead their residence. These witnesses reported heavy rain and high wind at the time. Post accident inspection of the wreckage and engine did not find evidence of a mechanical failure or malfunction.
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: 105 hours in all; 41 in the last 90 days; 18 in the last 30 days; 48 as pilot in command
- Last flight review: July 29, 2004
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 10,250 hours
- Last inspection: annual inspection, September 1, 2004; 68 hours since
- Maximum gross weight: 2,407 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PAE Everett WA at 5:45 am
- Destination: TTD Troutdale OR
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 200° at 14 knots, gusting 25
- Visibility: 3 statute miles
- Sky: overcast at 3,000 ft; a few clouds at 1,500 ft
- Temperature: 50°F (10°C), dew point 46°F (8°C)
- Altimeter: 29.88 inHg
- Observation at 6:54 am from OLM, 6 miles away
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.
Other NTSB records under N53161 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.