Piper PA 30 accident near Kalispell, Montana, June 25, 2014
On June 25, 2014 at about 11:00 pm local time, a 1964 Piper PA 30, registered N7350Y, was substantially damaged in an accident during takeoff near Kalispell, Montana (Glacier Park International 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
The pilot’s inadequate preflight planning and checks, during which he failed to determine the quantity and distribution of the fuel, which resulted in the loss of right engine power during takeoff due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 25, 2014 · about 11:00 pm local time
- Place
- Kalispell, Montana · Glacier Park International · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 30, built 1964 · all PA 30s on the register
- Registration
- N7350Y · no longer on the register · serial 30-404
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot reported that, during takeoff for the cross-country flight, the right engine lost power. The airplane, which was about 10 ft above the ground, then veered right away from the runway. The pilot immediately switched fuel tanks, raised the landing gear, and feathered both propellers. Subsequently, the airplane entered about an 80-degree right bank, and the pilot was able to get the airplane nearly level, applying full left aileron and rudder, just before it contacted the ground. The airplane came to rest about 500 ft off the right side of the runway. During the accident sequence, the right engine separated from the fuselage. After the accident, the pilot shut off the fuel valves; he did not recall which position the fuel selectors were set to for takeoff. Postaccident examination of the airframe and right engine did not reveal any anomalies or failures that would have precluded normal operation. Postaccident examination of the airplane revealed that the main fuel tanks appeared to be empty but that the auxiliary tanks, which have a total capacity of 30 gallons, appeared to be almost full. The pilot reported taking off with a total fuel quantity of 30 gallons; therefore, most of the usable fuel was in the auxiliary tanks. The airplane flight manual states that, for takeoff, the fuel selectors should be selected "on" to the main fuel tanks. It is likely that the pilot followed these procedures, which led to the fuel starvation of the right engine. The Pilot's Operating Handbook preflight check included a step to visually check each tank's fuel quantity on the gauge and to visually check the fuel quantity in each tank during the walkaround inspection. Based on the evidence, it is likely that the pilot did not adequately follow these procedures before the flight.
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
What happened, in order
- Fuel starvation during takeoff defining event
- Loss of engine power (partial) during takeoff
- Runway excursion during takeoff
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,300 hours in all; 51 in this make and model; 54 in the last 90 days; 2 in the last 30 days; 1,300 as pilot in command
- Last flight review: April 9, 2013
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,862.1 hours
- Last inspection: annual inspection, October 10, 2013
- Maximum gross weight: 2,381 lb
- Landing gear: retractable
- Engine 1: Lycoming IO-320 SERIES (piston); 0 hours total
- Engine 2: Lycoming IO-320 SERIES (piston); 0 hours total
- Operator: Ridgeaire INC
The flight
- Departed from: GPI Kalispell MT at 11:00 pm
- Destination: 88M Eureka MT
- Flight plan: none
- Runway 20, 9,007 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 45°F (7°C)
- Altimeter: 29.86 inHg
- Observation at 10:55 pm from KGPI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.