Piper PA-32R-301T accident near Lincoln, California, April 6, 2007
On April 6, 2007 at about 6:45 pm local time, a Piper PA-32R-301T, registered N4379A, was substantially damaged in an accident near Lincoln, California (Lincoln airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An in-flight fire occurred during the initial climb as a result of the aviation maintenance technician's failure to sufficiently tighten the b-nut that was found disconnected post-accident. A contributing factor was the engine manufacturer's failure to specify a torque value.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 6, 2007 · about 6:45 pm local time
- Place
- Lincoln, California · Lincoln · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-301T · all PA-32R-301Ts on the register
- Registration
- N4379A · registry record · serial 32R-8529013
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot experienced an in flight fire after takeoff and force-landed the airplane short of the runway. The pilot performed a preflight and run up that were uneventful. As the airplane climbed through 1,000 feet, he saw a puff of white smoke. He elected to return to land and as he neared the airport, a fire erupted, and he landed in a field. At 5.4 hours prior to the accident, the number 5 cylinder was replaced. Post accident examination showed that the fuel injection line of the number 5 cylinder was disconnected at the fitting of the manifold assembly, located below the number 3 cylinder assembly. The b-nut was off the threads of the fitting and floating along the steel fuel line. The fuel line and b-nut were visually undamaged. The fuel line b-nut was reassembled to the manifold assembly without binding, and then it was tightened. No other anomalies were noted. The engine manufacturer representative stated that there are no manufacturer published torque values for the b-nut.
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: 912 hours in all; 362 in this make and model; 872 as pilot in command
- Last flight review: July 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,173.9 hours
- Last inspection: annual inspection, December 1, 2006; 5.4 hours since
- Maximum gross weight: 3,617 lb
- Seats: 6
- Landing gear: retractable
- Engine: Textron Lycoming TIO-540-S1AD (piston); 0 hours total
The flight
- Departed from: LHM Lincoln CA at 6:50 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 52°F (11°C)
- Altimeter: 29.92 inHg
- Observation at 6:50 pm from AUN, 13 miles away
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.
Other NTSB records under N4379A 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.