Piper PA-28R-200 accident near Tigard, Oregon, May 10, 1997
On May 10, 1997 at about 9:40 pm local time, a Piper PA-28R-200, registered N55676, was destroyed in an accident near Tigard, Oregon. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to properly manage the aircraft fuel supply, which led to fuel exhaustion of the right tank and subsequent fuel starvation/power loss of the engine during the final approach. Factors contributing to the accident were the lack of sufficient altitude to effect a recovery, and the lack of suitable terrain for a successful forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 10, 1997 · about 9:40 pm local time
- Place
- Tigard, Oregon · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N55676 · no longer on the register · serial 28R-7335269
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot flew to a local airport for lunch with the passenger. The airplane was full of fuel, and no problems had previously been reported with it. After lunch, the airplane returned to the departure airstrip. During approach, about 1/2-mile from the runway, the engine began to run rough as the airplane was about 200 feet above wooded terrain. The pilot reversed course and attempted a landing in an open field. The airplane struck trees and terrain as the engine began to regain power. The wreckage was subjected to a post-crash fire. Examination of the engine/airframe did not reveal any evidence of preimpact mechanical malfunction. Defoliated trees near the impact site of the left wing indicated the left fuel tank had a significant quantity of fuel at the time of impact. The lack of fuel, fire damage and hydraulic deformation of the right wing, which was found near an area of intense fire, indicated that the right fuel tank was almost empty. The fuel selector valve was found in the RIGHT or OFF position, and it does not have a BOTH selection. The airplane would have consumed more than the max usable capacity of either wing if used exclusively.
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
- Flight time: 5,000 hours in all; 500 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: annual inspection, November 1, 1996
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 4S9 Mulino OR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 55°F (13°C)
- Observation at 9:56 pm from PDX, 14 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.