Piper PA-28-161 accident near Grass Valley, California, July 23, 2006
On July 23, 2006 at about 1:30 am local time, a Piper PA-28-161, registered N2115R, was substantially damaged in an accident near Grass Valley, California (Grass Valley 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 loss of available engine power due to vapor lock. A contributing factor was the high temperature.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2006 · about 1:30 am local time
- Place
- Grass Valley, California · Grass Valley · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N2115R · no longer on the register · serial 28-7916287
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On the pilot's second attempted takeoff, the engine lost power and the airplane overran the runway surface. The temperature was 96 degrees Fahrenheit, and the density altitude was calculated to be 6,273 feet mean sea level. The pilot was planning on making a local flight in the airplane to verify its performance. On the first takeoff attempt, the pilot aborted the takeoff due to loss of available engine power. He landed the airplane on the runway and taxied back to the run-up area to attempt another takeoff. He conducted another run-up at full power and noted no anomalies. During the second takeoff attempt, the airplane climbed to 60 feet and the engine lost power. The pilot force-landed the airplane on the remaining runway, the airplane overran the surface and encountered rough terrain. A Federal Aviation Administration inspector performed an inspection and test-run of the engine following the accident and found no operational anomalies. A condition known as vapor lock can occur when the engine heats the fuel lines and the contained fuel becomes a vapor. This tendency is increased if the fuel in the tank is warm, commonly as a result of high atmospheric temperatures. The fuel vapor can result in partial or complete interruption of fuel flow to the engine.
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: single-engine land; instrument: airplane
- Flight time: 895 hours in all; 763 in this make and model; 12 in the last 90 days; 814 as pilot in command
- Last flight review: December 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,069 hours
- Last inspection: annual inspection, June 1, 2006; 1 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Textron Lycoming O-320-D3G (piston); 0 hours total
The flight
- Departed from: KGOO Nevada County CA at 1:30 am
- Flight plan: none
- Runway 25, 4,350 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 0 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 97°F (36°C), dew point 57°F (14°C)
- Altimeter: 30.01 inHg
- Observation at 1:30 am from KGOO
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.
Other NTSB records under N2115R the same tail number, which may have belonged to a different aircraft at the time
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.