Piper PA30 accident near Holdenville, Oklahoma, August 16, 1999
On August 16, 1999 at about 11:00 pm local time, a Piper PA30, registered N7178Y, was destroyed in an accident near Holdenville, Oklahoma (Holdenville airport). It was a positioning 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 initial climb. Factors were the loss of right engine power for undetermined reasons, and the pilot's lack of total experience in the make and model of aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 16, 1999 · about 11:00 pm local time
- Place
- Holdenville, Oklahoma · Holdenville · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA30 · all PA30s on the register
- Registration
- N7178Y · no longer on the register · serial 30-198
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to a witness, the twin-engine airplane's takeoff appeared to be 'normal' except for the loud noise, which he believed was coming from the right engine. The noise 'sounded like something rubbing against a metal fan.' The witness stated that 'after the plane was in the air, it started to turn to the left like it was going to gain altitude [and] then suddenly turned right, then it started to lose altitude.' He then lost sight of the airplane as it went behind some trees. Another witness described hearing the airplane overhead 'backfiring, popping.' The witness watched the aircraft for about 1/2 mile until it disappeared behind some trees. The witness continued to hear the engine 'pop' about 20 more times before hearing a 'large backfire, 'pop'' and 10-15 seconds later he 'heard the engines race in rpm (motor revved-up high).' He then heard the airplane impact the ground. According to an insurance application filled out nine months before the accident, the commercial pilot had a total of 507 flight hours, of which 85.6 hours were in multi-engine airplanes. Other than one flight with the operator of the airplane earlier in the day of the accident, the pilot did not have any previous experience in the same make and model as the accident airplane. Flight control continuity was established. The right propeller was found in what appeared to be the feather position. An examination of the engine did not reveal any anomalies that would have resulted in a loss of power.
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: 701 hours in all; 485 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,331 hours
- Last inspection: annual inspection, February 26, 1999; 36 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-320-B1A (piston); 0 hours total
- Fire on the ground
- Operator: Adventure Aero, LLC.
The flight
- Departed from: F99 at 11:00 pm
- Destination: OUN Norman OK
- Flight plan: none
- Runway 17, 3,250 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 97°F (36°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 10:53 pm from MLC, 33 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.