Aerostar PA-60-700P accident near Portland, Oregon, November 7, 1997
On November 7, 1997 at about 8:45 pm local time, a Aerostar PA-60-700P, registered N700HS, was substantially damaged in an accident near Portland, Oregon (Portland International airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were 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 improper remedial action for an unanticipated yaw excursion during takeoff roll, resulting in the aircraft becoming airborne with inadequate airspeed and consequent loss of aircraft control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 7, 1997 · about 8:45 pm local time
- Place
- Portland, Oregon · Portland International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerostar PA-60-700P
- Registration
- N700HS · registry record · serial 60-8423025
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during 'the mid stage of the takeoff roll...I experienced one or two asym[m]etrical surges that caused the plane to yaw to the right.' The pilot stated he corrected these with nosewheel steering (the pilot's operating handbook states not to use nosewheel steering during takeoff). The pilot stated, 'As I approached rotation speed, there was a strong yaw to the right....I believed...the nosewheel [had deflected]...full right....I then pulled back on the yoke to pull the nosewheel off....I became airborne...I heard the stall warning. The plane then veered sharply to the right, going off the runway....' Post-accident examinations of the aircraft's right engine and propeller revealed no evidence of pre-impact engine or propeller mechanical malfunctions. Directional control on the ground is available in the accident aircraft via differential braking, differential power, and rudder, if nosewheel steering is not available. While the pilot reported he had recently flown the accident aircraft with another pilot (not an instructor) to 'review aircraft systems and check my pilot competencies', his last documented flight review was 6 years before the accident.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,615 hours in all; 67 in this make and model; 65 in the last 90 days; 8 in the last 30 days; 2,480 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,910 hours
- Last inspection: annual inspection, June 6, 1997; 65 hours since
- Maximum gross weight: 6,315 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming TIO-540-U2A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PDX at 8:45 pm
- Destination: S39 Prineville OR
- Flight plan: IFR
- Runway 10L, 8,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft; scat at 2,300 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 30.00 inHg
- Observation at 8:56 pm from PDX
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.