Piper PA-30 accident near Lubbock, Texas, February 21, 2007
On February 21, 2007 at about 11:25 pm local time, a Piper PA-30, registered N7900Y, was substantially damaged in an accident near Lubbock, Texas (Town & Country Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper landing flare. A contributing factor was the prevailing tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 21, 2007 · about 11:25 pm local time
- Place
- Lubbock, Texas · Town & Country Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30 · all PA-30s on the register
- Registration
- N7900Y · registry record · serial 30-987
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a downwind landing to Runway 17, (a 3,500-foot long by 70-foot-wide asphalt runway), the airplane encountered an uncommanded swerve, exited the ride side of the runway, and subsequently ground-looped. The airplane came to rest in an upright position with the nose landing gear collapsed. The 610-hour private pilot and passenger were able to exit the airplane unassisted. Tire transfer marks were observed starting about 1,700-feet from the approach end of the runway. The tire transfer marks on the runway revealed that the nose landing gear tire touched down first followed by the right main landing gear tire and subsequently the left main landing gear tire. The tire transfer marks and a flat spot on the right landing gear tire were consistent with excessive use of the right brake. A weather reporting station 5 miles north from the accident site was reporting wind from 310 degrees at 6 knots. An examination of the airplane's flight controls revealed no pre-impact anomalies.
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
- Flight time: 610 hours in all; 30 in this make and model; 4 in the last 90 days
- Last flight review: November 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,080 hours
- Last inspection: annual inspection, November 1, 2006; 14 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming IO-320-B1A (piston); 0 hours total
- Engine 2: Lycoming IO-320-B1A (piston); 0 hours total
The flight
- Departed from: F82 Lubbock TX at 11:10 pm
- Destination: Lubbock TX
- Flight plan: none
- Runway 35, 3,500 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 19°F (-7°C)
- Altimeter: 29.96 inHg
- Observation at 10:53 pm from LBB, 5 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.