Piper PA-25 accident near Creswell, Oregon, August 23, 2009
On August 23, 2009 at about 11:25 pm local time, a Piper PA-25, registered N6353Z, was substantially damaged in an accident during takeoff near Creswell, Oregon (Hobby Field Airport - Creswell). It was a glider-towing flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control during takeoff for a glider tow operation. Contributing to the accident were the tow pilot's impairment due to marijuana use and the low altitude of the flight that reduced the time available to recover from an upset.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 2009 · about 11:25 pm local time
- Place
- Creswell, Oregon · Hobby Field Airport - Creswell · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25 · all PA-25s on the register
- Registration
- N6353Z · no longer on the register · serial 25-468
- Damage
- Substantial damage
- Flight
- Glider-towing flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after the airplane with a glider in tow departed, witnesses reported that it appeared that the glider overtook the tow airplane. One witness stated it appeared that the glider moved ahead of the tow airplane as the tow airplane descended. The witness reported that the accident airplane appeared to be slow and, approximately 200 feet above the ground, abruptly nosed over and impacted terrain. The student pilot of the glider reported that the takeoff roll, lift off and climb to 200 feet was normal. He stated that shortly after the glider reached 200 feet he heard a loud bang and glanced over his right should to find the rear door unlatched. As he looked back he noted that the glider was now above the normal tow position. The glider pilot pushed the stick forward to maneuver the glider to the proper tow position. The glider pilot noted slack in the tow line, and stated the tow airplane descended below the glider to a point where he lost sight of the airplane. He stated that the tow airplane did not seem to be in distress or out of control, and appeared to be in a 10 degree nose-down attitude prior to release. The glider pilot released from the tow airplane, turned 180 degrees back towards the airport, and landed without further incident. He stated that the release felt normal; the glider did not pitch up or down, and no abnormal yaw was noted. Examination of the tow airplane tail hook assembly revealed that the mounting plate was bent upward and the heads of two connecting bolts were in contact with the base of the rudder. The tail hook was intact and remained attached to the mounting plate. The hook was in the locked position, closed around the tow ring. The release cable remained attached to the hook and was continuous to the cockpit release handle. Functional testing of the tail hook assembly revealed no anomalies, and the assembly functioned appropriately. Examination revealed no evidence of mechanical malfunction or failure with the engine or airframe. Toxicology testing indicated the presence of marijuana in the tow pilot's blood and lung tissue. The levels of marijuana noted in the toxicology report suggest use of the illegal drug within 3 hours of the accident, which likely impaired him during the flight.
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
What happened, in order
- Miscellaneous/other during prior to flight
- Loss of control in flight during takeoff defining event
- Collision with terrain or object (not controlled flight into terrain) during takeoff
The NTSB's findings
- factor Personnel issues › Physical › Impairment/incapacitation › Illicit drug › Pilot
- factor Environmental issues › Physical environment › (general) › (general) › Ability to respond/compensate
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not specified
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 400 hours in all; 82 in this make and model; 11 in the last 30 days
- Last flight review: August 26, 2008
- Medical certificate: Class 2
- Seat: frt
- Injury: fatal
The aircraft
- Airframe total time: 2,955 hours
- Last inspection: annual inspection, June 29, 2009
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
- Fire on the ground
- Operator: Scotty Air LLC
The flight
- Departed from: 77S Creswell OR at 11:30 pm
- Destination: 77S Creswell OR
- Flight plan: not recorded
- Runway 33, 3,101 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 12 knots, gusting 16
- Visibility: 10 statute miles
- Sky: a few clouds at 8,500 ft
- Temperature: 75°F (24°C), dew point 45°F (7°C)
- Altimeter: 30.02 inHg
- Observation at 10:54 pm from KEUG, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.