Piper PA-24-250 accident near Granbury, Texas, December 1, 2004
On December 1, 2004 at about 8:20 pm local time, a Piper PA-24-250, registered N7706P, was substantially damaged in an accident near Granbury, Texas (Pecan Plantation Airport). It was a business flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to fuel starvation. Contributing factors were the pilot's inadequate preflight planning/preparation, and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 1, 2004 · about 8:20 pm local time
- Place
- Granbury, Texas · Pecan Plantation Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N7706P · no longer on the register · serial 24-2918
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 4,500-hour pilot reported that he during takeoff initial climb, the airplane experienced a loss of engine power at at an altitude of approximately 200 feet above ground level. The pilot immediately initiated a forced landing to a field, while verifying the fuel pump was on and the mixture was rich. The pilot stated that he "thought the left fuel tank was full" of fuel prior to departure. Examination of the airplane by a Federal Aviation Administration inspector revealed there was no visible fuel was found in the left main fuel tank, but fuel was observed in the right main fuel tank, left and right auxiliary fuel tanks. During the recovery process, the recovery crew drained approximately four tablespoons of fuel from the left wing.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,500 hours in all; 720 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 4,350 as pilot in command
- Last flight review: March 14, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,566.2 hours
- Last inspection: annual inspection, April 14, 2004; 61.3 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1D5 (piston); 0 hours total
The flight
- Departed from: 0TX1 Granbury TX at 8:20 pm
- Destination: GYI Sherman TX
- Flight plan: none
- Runway 18, 3,500 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 11 knots, gusting 16
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 27°F (-3°C)
- Altimeter: 30.20 inHg
- Observation at 8:25 pm from GDJ, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.