Navion Navion H accident near Hubbard, Oregon, March 12, 2005
On March 12, 2005 at about 6:38 pm local time, a Navion Navion H, registered N2512T, was substantially damaged in an accident near Hubbard, Oregon (Lenhardt Airpark airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power immediately after takeoff for undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 12, 2005 · about 6:38 pm local time
- Place
- Hubbard, Oregon · Lenhardt Airpark · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Navion Navion H · all Navion Hs on the register
- Registration
- N2512T · no longer on the register · serial NAV-4-2512T
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said, in a telephone interview, that he used a check-list to preflight the airplane, and he checked the fuel tanks for contamination. He said he started the engine with the fuel selector in the both position, and taxied with it in the left main position. He performed his engine run-up with the fuel selector in the right main position. The pilot said that as he took the active runway 02 for takeoff, he switched the fuel selector to the both position. Witnesses said that the airplane had just taken off, when the engine appeared to lose power. The pilot performed a forced landing into a Christmas tree farm. He was critically injured during the landing; he was not wearing shoulder harnesses. On June 21, 2005, the pilot submitted a written statement which said: "As I taxied to the departure end of Rwy 02 I cycled the fuel selector valve from L to R and back to Main with no interruption of engine operation." He further said that the airplane's engine run up was normal and the takeoff was normal until immediately after takeoff when the engine quit with no sputtering or surging. The engine mount was bent, the right wing, fuselage, and empennage were bent, wrinkled, and twisted. The engine was test run through its full power band. No preimpact engine or airframe anomalies, which might have affected the airplane's performance, were identified
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 450 hours in all
- Last flight review: November 1, 2003
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 5,093 hours
- Last inspection: annual inspection, June 1, 2004; 48 hours since
- Maximum gross weight: 3,315 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-520-B (piston); 0 hours total
The flight
- Departed from: 7S9 Hubbard OR at 6:38 pm
- Destination: MMV Mcminnville OR
- Flight plan: none
- Runway 02, 2,956 ft by 45 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 11 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 45°F (7°C)
- Altimeter: 30.22 inHg
- Observation at 6:53 pm from UAO, 4 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.