Cessna 172M accident near Donnelly, Idaho, July 20, 1997
On July 20, 1997 at about 1:00 am local time, a Cessna 172M, registered N1418U, was substantially damaged in an accident near Donnelly, Idaho (Donnelly airport). It was a personal flight under general aviation rules (Part 91). 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to perform proper preflight planning for the flight, and his failure to obtain/maintain clearance from trees during takeoff. Factors contributing to the accident include the pilot's delayed remedial action, his improper use of flaps, and high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 20, 1997 · about 1:00 am local time
- Place
- Donnelly, Idaho · Donnelly · map
- Type
- Accident
- Injuries
- 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N1418U · no longer on the register · serial 17267086
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and two passengers landed on a short grass airstrip that the pilot had never landed on before. He boarded a third passenger, and performed a mental calculation for takeoff performance. He decided to takeoff uphill and into the wind. The airstrip was surrounded by tall trees, and the density altitude was about 6,000 feet. The airplane was at or near its maximum gross takeoff weight. The pilot selected 20 degrees of flaps for the takeoff, and an additional 20 degrees during climbout, despite information to the contrary on the use of flaps published in the airplane's pilot operating handbook (POH). The airplane impacted trees at the end of the runway after the pilot's attempt to abort the takeoff just prior to impact. According to the performance charts found in the POH, the airplane would have been unable to clear the trees under the given conditions. The pilot stated that the engine was unable to produce full power at takeoff. Subsequent testing of the engine did not reveal any preimpact mechanical malfunctions.
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: 100 hours in all; 30 in this make and model; 8 in the last 90 days; 4 in the last 30 days
- Medical certificate: Class 3 (expired)
- Seat: left
The aircraft
- Airframe total time: 1,440 hours
- Last inspection: annual inspection, September 15, 1996; 20 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: U84 ID at 1:00 am
- Destination: EUL Caldwell ID
- Flight plan: VFR
- Runway 36, 2,500 ft by 125 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 9,500 ft; not recorded
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 31.00 inHg
- Observation at 1:53 am from MYL, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.