Piper PA-18 accident near Prineville, Oregon, June 28, 1997
On June 28, 1997 at about 5:00 pm local time, a Piper PA-18, registered N1182A, was substantially damaged in an accident near Prineville, Oregon (Tailwheel airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's selection of an unsuitable landing area, his improper decision to attempt an aborted takeoff on a short airstrip surround by rising terrain and trees, and his failure to maintain clearance from the trees during the aborted takeoff attempt. Factors contributing to the accident include rising terrain and trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 1997 · about 5:00 pm local time
- Place
- Prineville, Oregon · Tailwheel · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18 · all PA-18s on the register
- Registration
- N1182A · registry record · serial 18-786
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Immediately after touching down on the short grass airstrip, the pilot observed that an irrigation pipe had been laid out across the runway. He decided to abort the landing and apply full power. The airplane became airborne again and did not climb over the rising terrain and obstructions ahead of it. The airplane impacted a tree near the departure end of the airstrip. The owner of the airstrip stated that he advises all pilots to never attempt go-arounds at the airstrip. The pilot had previously landed at the airstrip on numerous occasions, and always to a full stop. On the day of the accident, the pilot made a straight-in approach to the airstrip without first surveying the landing area from the air. The pilot stated that he attempted to out climb the terrain with partial flaps and 42 miles per hour of airspeed during the aborted landing, but without success. Performance information charts indicate that the best climb speed should have been about 57 miles per hour and the flaps should have been retracted.
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: single-engine land
- Flight time: 586 hours in all; 96 in this make and model; 30 in the last 90 days; 20 in the last 30 days; 517 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 2,830 hours
- Last inspection: annual inspection, May 23, 1997; 10 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-D2B (piston); 0 hours total
The flight
- Departed from: S39 OR at 3:00 pm
- Flight plan: none
- Runway 12, 1,200 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 9,000 ft; scat at 8,000 ft
- Temperature: 61°F (16°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 4:55 pm from RDM, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.