Piper PA-31-350 accident near Pampa, Texas, September 28, 2007
On September 28, 2007 at about 2:45 pm local time, a Piper PA-31-350, registered N45014, was substantially damaged in an accident near Pampa, Texas (Perry Lefors Field). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to extend the landing gear prior to landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 28, 2007 · about 2:45 pm local time
- Place
- Pampa, Texas · Perry Lefors Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-31-350 · all PA-31-350s on the register
- Registration
- N45014 · registry record · serial 31-8052171
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing flare in a twin-engine airplane, the 1,391-hour commercial pilot heard the landing gear warning horn. The pilot stated that he added engine power to initiate a go-around as he extended the landing gear. The airplane's propellers struck the runway and the airplane skidded approximately 650-feet down the runway before coming to a stop on the runway. The pilot egressed, uninjured, through the left cabin door. The throttles were found in the "full forward" position and the landing gear selector handle was found in the "down" position. The inboard main gear doors were found in the retracted position indicating that gear sequencing had not started when the airplane touched-down on the runway. Company policy directed the pilot to extend the landing gear prior to descending below 1,000-feet above ground level on approach.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,391 hours in all; 150 in this make and model; 1,322 as pilot in command
- Last flight review: June 1, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,068 hours
- Last inspection: approved inspection programme, September 1, 2007
- Maximum gross weight: 7,000 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Lycoming TIO-540-J2B (piston); 0 hours total
- Engine 2: Lycoming LTIO-540-J2B (piston); 0 hours total
- Operator: Ameriflight INC
The flight
- Departed from: BGD Borger TX at 1:50 pm
- Destination: PPA Pampa TX
- Runway 17, 5,866 ft by 100 ft
Weather at the time
- Light: not reported
- Wind: from 160° at 10 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 200 ft
- Temperature: 66°F (19°C), dew point 64°F (18°C)
- Altimeter: 30.20 inHg
- Observation at 2:41 pm from PPA
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.