Mooney M20C accident near Price, Utah, June 23, 2007
On June 23, 2007 at about 5:15 am local time, a Mooney M20C, registered N6713N, was substantially damaged in an accident near Price, Utah (Carbon County Regional airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from power transmission lines while on a night straight-in visual flight rules approach. Factors include a power transmission line about one and three-tenths mile off the approach end of the runway, and the pilot's decision to operate in the night environment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 2007 · about 5:15 am local time
- Place
- Price, Utah · Carbon County Regional · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C · all M20Cs on the register
- Registration
- N6713N · no longer on the register · serial 680046
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to his final destination, the pilot landed at an intermediate stop in order to take a break and refuel his airplane. He was on the ground for about two hours, and then he decided to continue on to his final destination, which was about 60 miles away, without refueling. Prior to his departure, he mentioned to another pilot that he did not want to wait for the fuel attendant to come out to the airport, and that he had more than enough fuel to make the flight. The pilot departed for his final destination after dark, but about one hour later, he returned to the airport where he had made the intermediate stop. While he was on an extended final, about 1.3 miles from the uncontrolled airport, the aircraft hit some unmarked electrical wires, which are strung between unlighted poles. The investigation determined that there was no requirement for the electrical wires to be marked, nor was there a requirement for the power poles to be lighted. The runway he was aligned to land on did not have a Visual Approach Slope Indicator (VASI), whereas the opposite runway did have such a device. It was also determined that the pilot-activated runway lights at the uncontrolled final destination airport were not functioning at the time that the accident aircraft would have arrived there.
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
- Flight time: 100 hours in all; 3 in the last 30 days
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,764 hours
- Last inspection: annual inspection, June 1, 2007; 5 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: KPUC Price UT at 4:15 am
- Destination: KU34 Green River UT
- Flight plan: none
- Runway 18, 8,313 ft by 100 ft
Weather at the time
- Light: night
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 48°F (9°C)
- Altimeter: 30.04 inHg
- Observation at 5:53 am from KPUC, 1 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.
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.