Waco UPF-7 and Boeing A75N1(PT17) mid-air collision near Palos Verdes, California, February 3, 2007
On February 3, 2007 at about 11:00 pm local time, 2 aircraft, Waco UPF-7 (N30140) and Boeing A75N1(PT17) (N49270), were involved in a mid-air collision near Palos Verdes, California. 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of both pilots to maintain adequate visual lookout and clearance from each other while maneuvering in close proximity.
the failure of both pilots to maintain adequate visual lookout and clearance from each other while maneuvering in close proximity.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 2007 · about 11:00 pm local time
- Place
- Palos Verdes, California
- Type
- Accident · mid-air collision
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Waco UPF-7 · all UPF-7s on the register
- Registration
- N30140 · registry record · serial 5537
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Boeing A75N1(PT17) · all A75N1(PT17)s on the register
- Registration
- N49270 · no longer on the register · serial 75-336
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Waco UPF-7 final · quoted from the NTSB record
N30140 and a PT-17 departed the local airport to the south and established radio communication with each other. For approximately 15 minutes, the two airplanes flew independently of each other. During that time, the pilot of N30140 heard over the radio frequency two other pilots that were operating in the area, and the pilot did not see either of the two aircraft. One of those two aircraft was N49270. N30140 and the other PT-17 had then decided to return to the airport. N30140 began to regroup with the PT-17 at an altitude of 3,000 feet mean sea level (msl). Approximately 1,000 feet from the PT-17, the pilot of N30140 felt "a hard impact on my aircraft." The airplane rolled more than 90 degrees to the right in a steep descent. The pilot thought another aircraft struck his; however, he did not see another aircraft. The pilot regained partial control of the airplane and executed a forced landing. During the landing, the airplane stalled approximately 35 feet above the terrain, impacted the terrain, and nosed over. N49270 also departed the same local airport to the south and climbed to 3,000 feet msl. Approximately 20 minutes into the flight, he observed N30140 and another PT-17 coming toward him, and they were not in formation. The two airplanes were flying northwest (N49270 was flying south) and N30140 was a "few hundred feet lower." N49270 and the other PT-17 confirmed visual contact with each other over the radio. N49270 and the other PT-17 intended on joining in formation. With about 1/2 mile separation between the two PT-17s, N30140 crossed under N49270. N49270 then joined up with the other PT-17 and "stabilized on [other PT-17] left wing in the step-up position and headed easterly." Approximately 1 minute later, the pilot of N49270 felt a bump and noticed N30140 was slightly to the left and below his airplane. The pilot of N49270 realized that his propeller contacted the tail section of N30140. N49270 landed uneventfully at the airport.
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 NTSB's narrative for the Boeing A75N1(PT17) final · quoted from the NTSB record
N30140 and a PT-17 departed the local airport to the south and established radio communication with each other. For approximately 15 minutes, the two airplanes flew independently of each other. During that time, the pilot of N30140 heard over the radio frequency two other pilots that were operating in the area, and the pilot did not see either of the two aircraft. One of those two aircraft was N49270. N30140 and the other PT-17 had then decided to return to the airport. N30140 began to regroup with the PT-17 at an altitude of 3,000 feet mean sea level (msl). Approximately 1,000 feet from the PT-17, the pilot of N30140 felt "a hard impact on my aircraft." The airplane rolled more than 90 degrees to the right in a steep descent. The pilot thought another aircraft struck his; however, he did not see another aircraft. The pilot regained partial control of the airplane and executed a forced landing. During the landing, the airplane stalled approximately 35 feet above the terrain, impacted the terrain, and nosed over. N49270 also departed the same local airport to the south and climbed to 3,000 feet msl. Approximately 20 minutes into the flight, he observed N30140 and another PT-17 coming toward him, and they were not in formation. The two airplanes were flying northwest (N49270 was flying south) and N30140 was a "few hundred feet lower." N49270 and the other PT-17 confirmed visual contact with each other over the radio. N49270 and the other PT-17 intended on joining in formation. With about 1/2 mile separation between the two PT-17s, N30140 crossed under N49270. N49270 then joined up with the other PT-17 and "stabilized on [other PT-17] left wing in the step-up position and headed easterly." Approximately 1 minute later, the pilot of N49270 felt a bump and noticed N30140 was slightly to the left and below his airplane. The pilot of N49270 realized that his propeller contacted the tail section of N30140. N49270 landed uneventfully at the airport.
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 for the Waco UPF-7 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; instrument: airplane
- Flight time: 25,000 hours in all; 1,200 in this make and model; 21,000 as pilot in command
- Last flight review: July 1, 2006
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rear
- Injury: minor injuries
The aircraft
- Airframe total time: 6,130.5 hours
- Last inspection: annual inspection, December 1, 2006
- Maximum gross weight: 2,600 lb
- Seats: 3
- Landing gear: fixed
- Engine: Continental W670-6A (piston); 0 hours total
The flight
- Departed from: TOA Torrance CA at 10:45 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 10 knots
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
- Altimeter: 30.22 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Boeing A75N1(PT17) from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,615 hours in all; 1,339 in this make and model; 7 in the last 90 days; 4 in the last 30 days; 1,556 as pilot in command
- Last flight review: May 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 4,000 hours
- Last inspection: annual inspection, January 1, 2007; 2 hours since
- Maximum gross weight: 2,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental W-670-6N (piston); 0 hours total
The flight
- Departed from: TOA Torrance CA at 10:45 pm
- Flight plan: none
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.