Cessna 320B accident near Hood River, Oregon, August 28, 1994
On August 28, 1994 at about 6:30 pm local time, a Cessna 320B, registered N9833L, was substantially damaged in an accident near Hood River, Oregon (Hood River airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to insure that the fuel selector was in the proper position which resulted in fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 28, 1994 · about 6:30 pm local time
- Place
- Hood River, Oregon · Hood River · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 320B · all 320Bs on the register
- Registration
- N9833L · no longer on the register · serial 320B0033
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
In a written statement, the pilot reported that everything was normal for engine start and run-up. But, during the takeoff ground run, the left engine momentarily expereinced a partial loss of power and then regained full power again. The pilot continued the take off, but immediately after the airplane became airborne, the left engine again experienced a partial loss of power. The airplane yawed to the left, began to lose altitude and airspeed, and then began an uncommanded roll to the left. The pilot then reduced both throttles to idle as the aircraft descended into a pear orchard, where it impacted the ground in a nose down 'semi-level' attitude. During the post crash inspection, it was found that the left fuel selector was positioned in the 'off' quadrant, about half-way between the center of the quadrant and the edge of the 'left main' guadrant. The right fuel selector was positioned in the 'right main' quadrant.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,475 hours in all; 828 in this make and model; 13 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, March 6, 1992; 73 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-470C (piston); 0 hours total
- Fire on the ground
The flight
- Destination: BFI Seattle WA
- Flight plan: VFR
- Runway 25, 3,040 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 14 knots
- Visibility: 30 statute miles
- Sky: scat at 25,000 ft
- Temperature: 79°F (26°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 7:00 pm from DLS, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.