Cessna 172L accident near Manzanita, Oregon, April 3, 1997
On April 3, 1997, a Cessna 172L, registered CGICR, was substantially damaged in an accident near Manzanita, Oregon (Nehalem Bay Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to adequately compensate for wind conditions, and his failure to maintain directional control of the airplane during the go-around attempt. Factors contributing to the accident are gusty crosswinds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 1997
- Place
- Manzanita, Oregon · Nehalem Bay Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172L · all 172Ls on the register
- Registration
- CGICR · no longer on the register · serial 17259733
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The Canadian private pilot stated that he was attempting to land on runway 33 at the Nehalem Bay Airport along the Oregon coast when the airplane encountered gusty winds and turbulence. The pilot stated that he added full power and attempted to go around. During the go-around attempt, he lost directional control of the airplane, and the airplane impacted trees along the west side of the runway. The pilot, passenger, and a ground eyewitness did not report any perceived preimpact mechanical malfunctions with the airplane. The pilot further stated that he overflew the airport prior to the landing attempt and ascertained the wind conditions. He stated that he did not perceive any gusty crosswinds or turbulence until the final approach. The wind conditions at a coastal airport located about 25 miles north of the accident site reported 14 knot winds out of 270 degrees magnetic.
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: foreign licence, private
- Ratings: single-engine land
- Flight time: 166 hours in all; 104 in this make and model; 13 in the last 90 days; 4 in the last 30 days; 102 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,100 hours
- Last inspection: annual inspection, September 27, 1996; 39 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: AST Astoria OR
- Destination: 3S7
- Flight plan: none
- Runway 33, 2,350 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 11:56 pm from AST, 25 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.