Cessna 170 accident near Elk City, Idaho, August 24, 1997
On August 24, 1997 at about 11:00 pm local time, a Cessna 170, registered N3964V, was destroyed in an accident near Elk City, Idaho. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Oil starvation of the engine due to undetermined reasons, which led to the failure and separation of a main bearing and a connecting rod. A factor contributing to the accident was the lack of suitable terrain for a successful forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 24, 1997 · about 11:00 pm local time
- Place
- Elk City, Idaho · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170 · all 170s on the register
- Registration
- N3964V · no longer on the register · serial 18283
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise over mountainous terrain, the pilot noticed a drop in oil pressure followed immediately by engine seizure. The pilot initiated a force landing into rugged terrain and the airplane was destroyed. Exam of the engine revealed that the no. 6 connecting rod had separated due to lack of lubrication and bearing seizure. No evidence of leaking oil was found on the underside of the airplane. The pilot stated that she checked the oil level prior to the flight and that it was adequate. The oil was last changed about one month prior to the accident. According to a maintenance log entry and the accident tachometer time, the airplane had flown about 23 hours since the oil change. The pilot stated that the airplane could not have been flown for more than about 8 hours since the inspection. The rubber seal around the no. 6 push rod tube was found detached after it was salvaged, but it could not be determined if this was a preimpact condition. The published useable oil quantity for the engine is 5.6 qts. in a 5-degree nose down attitude. Conclusive evidence for the loss of engine oil could not be determined.
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: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,360 hours in all; 445 in this make and model; 42 in the last 90 days; 24 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,150 hours
- Last inspection: annual inspection, July 24, 1997; 23 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental C145-2 (piston); 0 hours total
The flight
- Departed from: HLN Helena MT at 8:30 pm
- Destination: S36 Kent WA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 14 knots, gusting 22
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 11:59 pm from LWS, 56 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.