Champion 7ECA accident near Bandon, Oregon, February 2, 1997
On February 2, 1997, a Champion 7ECA, registered N11099, was substantially damaged in an accident near Bandon, Oregon (Bandon State airport). It was an instructional 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 dual student's failure to maintain directional control of the airplane, and the flight instructor's improper remedial action. A factor relating to the accident was: the ravine located near the right side of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 1997
- Place
- Bandon, Oregon · Bandon State · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Champion 7ECA · all 7ECAs on the register
- Registration
- N11099 · registry record · serial 117
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight was an instructional flight for a checkout in a tailwheel equipped aircraft, with a private pilot-rated student in the front seat and a certificated flight instructor (CFI) in the rear seat. The CFI stated that while he was giving the front-seat student taxi instruction, the airplane departed the runway to the left, as they were slowing from a high-speed taxi. The CFI stated that he took control at this point with enough control input (rudder, power, and aileron) to drag the right wing on the runway. The airplane turned about 45 degrees to the right and departed the right side of the runway. Subsequently, it impacted in a ravine which ran parallel to the right side of the departure end of the runway. No preimpact mechanical malfunction was reported.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 18,112 hours in all; 100 in this make and model; 135 in the last 90 days; 59 in the last 30 days; 17,562 as pilot in command; 6,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,650 hours
- Last inspection: annual inspection, June 19, 1996; 30 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
- Operator: Frank'S Flight Service INC.
The flight
- Flight plan: none
- Runway 34, 2,595 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 3 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.