Cessna 170B accident near Bend, Oregon, July 5, 1997
On July 5, 1997 at about 6:00 pm local time, a Cessna 170B, registered N37RA, was substantially damaged in an accident near Bend, Oregon (Sunriver airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to attain a proper climb rate. High density altitude and the pilot's failure to use all of the available runway were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 1997 · about 6:00 pm local time
- Place
- Bend, Oregon · Sunriver · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170B · all 170Bs on the register
- Registration
- N37RA · registry record · serial 20645
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the takeoff ground roll seemed somewhat long, however, after 2/3 to 3/4 of the way down the runway, the airplane lifted off. The airplane attained an altitude of about 50 feet and would then climb no higher. The pilot made a turn away from trees and continued to try and avoid obstacles. The airplane subsequently collided with trees about one mile southeast of the runway. The nose of the airplane dropped and the airplane collided with the terrain in a steep nose down attitude. Witnesses reported that the pilot began the takeoff roll at the 1,000 foot displaced threshold and used most of the runway before lifting off. The airport elevation is 4,159 feet. The runway is 5,500 feet long with a 1,000 foot displaced threshold. At the time of the accident, the density altitude was calculated at 6,118 feet.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,400 hours in all; 100 in this make and model; 15 in the last 90 days; 6 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,265 hours
- Last inspection: annual inspection, November 26, 1996; 45 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300A (piston); 0 hours total
The flight
- Destination: LMT Klamath Falls OR
- Flight plan: none
- Runway 18, 5,500 ft by 65 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 14 knots, gusting 19
- Visibility: 10 statute miles
- Sky: not recorded; scat at 4,200 ft
- Temperature: 75°F (24°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 5:54 pm from RDM, 26 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.
Other NTSB records under N37RA the same tail number, which may have belonged to a different aircraft at the time
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.