Piper PA-30 accident near Paris, Idaho, March 15, 2007
On March 15, 2007 at about 2:40 am local time, a Piper PA-30, registered N7169Y, was substantially damaged in an accident near Paris, Idaho (Bear Lake County airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of power in the right engine for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 2007 · about 2:40 am local time
- Place
- Paris, Idaho · Bear Lake County
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30 · all PA-30s on the register
- Registration
- N7169Y · no longer on the register · serial 30-190
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with the ground during a forced landing following a loss of power in one engine. The airplane was cruising at 15,000 feet, when the right engine lost power. The pilot's attempt to restart the engine was not successful. He feathered the propeller, and notified air traffic control (ATC) that he had an engine failure. ATC gave him vectors to the closest airport, which was approximately 22 miles away. The pilot positioned the right fuel selector to crossfeed, and attempted a second engine restart, which was successful, but it only ran for a few seconds. He was unable to maintain the airplane's altitude. As they passed through 7,100 feet (about 1,110 feet above ground level), he successfully restarted the engine. He pushed all the engine control levers forward, and the engine ran for about 30 seconds before it lost power. The right propeller had moved out of the feathered position, and the rate of descent increased. The pilot decided to land in a field just short of the airport. Fuel was visually identified in 3 of the 4 fuel tanks. Mechanical continuity of the right engine was confirmed. Subsequent examination of the fuel selectors, the right fuel boost pump, and right engine throttle body servo revealed no mechanical malfunctions or failures.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 9,284 hours in all; 5 in this make and model; 120 in the last 90 days; 32 in the last 30 days; 6,592 as pilot in command; 560 on instruments
- Last flight review: September 1, 2006
- Medical certificate: Class 1
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,357 hours
- Last inspection: 100-hour inspection, September 1, 2006
- Maximum gross weight: 3,600 lb
- Seats: 4
- 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: KTTD Troutdale OR at 11:30 pm
- Destination: KRWL Rawlings WY
- Flight plan: IFR
Weather at the time
- Light: night
- Wind: from 320° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 21°F (-6°C)
- Altimeter: 30.07 inHg
- Observation at 11:51 pm from KLGU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.