Softex Invest LLC V-24L accident near Paradise, Montana, January 3, 2017
On January 3, 2017 at about 4:30 pm local time, a 2014 Softex Invest LLC V-24L, registered N710XP, was substantially damaged in an accident during enroute (cruise) near Paradise, Montana. It was a ferry flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of power during cruise flight for reasons that could not be determined because postaccident examination of the engines did not reveal evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 3, 2017 · about 4:30 pm local time
- Place
- Paradise, Montana · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Softex Invest LLC V-24L NO SERIES, built 2014
- Registration
- N710XP · no longer on the register · serial 14-03-05
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot reported that, about 30 minutes after departure for the cross-country personal flight in visual conditions, he noticed a vibration. He checked the engine instruments and did not see anything abnormal. However, he noted that the airplane's airspeed and altitude were rapidly decreasing, so he applied full power to both engines, but the airplane continued to descend, indicative of a partial loss of engine power, so he chose to conduct a forced, off-airport landing in a field. The airplane impacted terrain and then came to rest after impacting a ditch. Postaccident examinations of the airframe and engines revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The reason for the vibration and the subsequent partial loss of power could not be determined.
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
- Loss of engine power (partial) during enroute (cruise)
- Attempted remediation/recovery during enroute (cruise)
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
- Unknown or undetermined during enroute (cruise) defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Terrain › Sloped/uneven terrain › Contributed to outcome
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 19,946 hours in all; 20 in this make and model; 145 in the last 90 days; 48 in the last 30 days; 8,724 as pilot in command; 610 on instruments
- Last flight review: October 17, 2016
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 85.5 hours
- Last inspection: annual inspection, June 30, 2016
- Maximum gross weight: 3,417 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming YIO-320-D1B (piston); 86 hours total
- Engine 2: Lycoming YIO-320-D1B (piston); 86 hours total
- Operator: Summit International American LTD
The flight
- Departed from: MSO Missoula MT at 3:45 pm
- Destination: Paradise MT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 8 knots, gusting 15
- Visibility: 10 statute miles
- Sky: overcast at 5,500 ft
- Temperature: 0°F (-18°C), dew point -8°F (-22°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from KMLP, 34 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
15 documents, released by the NTSB on April 18, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Record of Conversation - General Manager Northstar Jet | PDF, 1 page | View Download |
| 3 | Record of Conversation - Lycoming | PDF, 1 page | View Download |
| 4 | Oil Analysis | PDF, 2 pages | View Download |
| 5 | NTSB Exam Report | PDF, 11 pages | View Download |
| 6 | Aircraft Logbook | PDF, 6 pages | View Download |
| 7 | Left Engine Propeller Logbook | PDF, 5 pages | View Download |
| 8 | Right Engine Propeller Logbook | PDF, 7 pages | View Download |
| 9 | Left Engine Logbook | PDF, 5 pages | View Download |
| 10 | Right Engine Logbook | PDF, 6 pages | View Download |
| 11 | Nbaai Comments | PDF, 1 page | View Download |
| 12 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
| 13 | Fuel Receipts - Northstar Jet | PDF, 2 pages | View Download |
| 14 | Evidence Control Form | PDF, 2 pages | View Download |
| 15 | Photos | PDF, 6 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.