This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N425DG
- History of Flight:
On October 7, 2026, at about 1038 local time, a privately-registered, experimentally built Van’s RV-7A, N425DG, was destroyed when it was involved in an accident near Petaluma Municipal Airport (O69), Petaluma, California. The pilot and passenger were fatally injured. The airplane was originating at the time.
Recent flight-tracking history shows that the airplane was flying several short local flights out of Gnoss Field (DVO), Novato, California. On October 3rd, the airplane flew to San Rafael Airport (CA35), San Rafael, California, and on October 7th, the airplane arrived at Petaluma at 0931 local time following a 9 minute flight from CA35.
According to Automatic dependent surveillance-broadcast (ADS-B) data, at 1033, the airplane was seen taxing from the ramp to runway 29. At 1037:32, the airplane was seen about ~1200 ft down the 3600 ft runway with a reported groundspeed of 49 knots. At 1037:37, the airplane departed the runway surface with a groundspeed of 74 knots. At 1037:50, the airplane reached a maximum altitude of 300 ft, 89 knots groundspeed, and a positive rate of 960 feet per minute (fpm). The next few data points showed that the airplane started a right hand turn as the groundspeed started to drop and the average rate went all the way down to -1000 feet per minute (fpm). At 1038:05, the airplane was still in the right turn with a reported groundspeed of 63 knots when the average rate went up to 500 fpm. The last ADS-B data point was recorded at 1038:10 in the immediate area of the accident site and at the conclusion of the right turn. The airplane was 0.26 mile from the departure end of runway 29 at 200 ft, 63 knots, and 512 fpm.
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| Figure 1: General view of the ADS-B data |
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| Figure 2: Closer view of right turn after crest of climb |
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| Figure 3: ADS-B data ran through Flysto |
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| Figure 4: ADS-B data ran through Flysto |
The airplane impacted an open field and a post crash fire ensued.
A witness at the nearby golf course stated that the airplane sounded different and was flying real low and banking sharply before impact. Another witness, who was pilot-rated, stated that the engine was sputtering and it looked like (the accident pilot) was trying to turn back the runway and turn really hard.
An airport surveillance video captured the accident departure and audio. The video was not made public, but was given to the NTSB.
- Pilot Information:
Unknown.
- Airplane Information:
The accident aircraft, serial number 71782, was manufactured in 2007. It was a low-wing, two-seat, tricycle gear (with a front nose-wheel) airplane powered by a reciprocating engine.
According to the Pilot Operating Handbook (POH) for an identical airplane:
The Stall Speed (CAS):
Flaps Up, Power Off ………………………..…….54 knots
Flaps Down, Power Off ……………………..……50 knots
AIRSPEEDS FOR EMERGENCY OPERATIONS
Engine Failure After Takeoff:
Wing Flaps Up ……………… 78 knots
Wing Flaps Down ………….. 70 knots
Maneuvering Speed (Va) …………. 123 knots
Maximum Glide ………………… 78 knots
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
1. Throttle –IDLE
2. Brakes – APPLY
3. Wing Flaps – RETRACT
4. Mixture – IDLE CUT-OFF
5. Ignition Switch – OFF
6. Master Switch – OFF
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed – 70 knots
2. Mixture – IDLE CUT-OFF
3. Fuel Selector Valve – OFF
4. Ignition Switch – OFF
5. Wing Flaps – AS REQUIRED
6. Master Switch – OFF
- Wreckage and Impact Information:
The airplane impacted an open field next to the airport and a post crash fire ensued. The main wreckage consisted of the entire airplane which came to rest upright. Both wings and tail remained attached to the airframe. The entire airplane was thermally damaged. There was a little debris field leading to the main wreckage, the first identified point of impact was impact impressions from the right wing at the start of the debris field, the right wing was bent aft and showed more impact damage than the left wing. The impact appears consistent with a low altitude aerodynamic stall-spin/accelerated stall. The airplane most likely impacted terrain in a right wing low, nose down altitude.
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| Figure 6: Airplane impact sequence (own work, subject to change) |
- Airport Information:
O69 is a public airport located 1 mile northeast of Petaluma, California. The airport's field elevation was 90.2 ft. The airport features a single asphalt runway 11/29 that is 3600 x 75 ft.
The north/east side of the airport consists of a golf course and open farm fields. The south/west sides consists of a residential area.
- Weather:
(1) Brief:
At 1035, the airport was reporting winds 3 knots at 260, 10 miles visibility, no clouds, and an altimeter setting of 29.95 inches of mercury. The METAR did not list a temperature/dewpoint value.
The nearest airport, Gnoss Field, was reporting a 20°C temperature value at 1015. If we use this value, the calculated density altitude at O69 would have been 675 ft.
(2) METARs:
METAR KO69 071710Z AUTO VRB03KT 10SM CLR A2995 RMK A01
METAR KO69 071735Z AUTO 26003KT 10SM CLR A2995 RMK A01 <<<
METAR KO69 071750Z AUTO 00000KT 10SM CLR A2995 RMK A01
(3) Area Forecast Discussion:
014 FXUS66 KMTR 071700 AFDMTR Area Forecast Discussion National Weather Service San Francisco CA 1000 AM PDT Wed Oct 7 2026 ...New UPDATE... .KEY MESSAGES... Updated at 0103 AM PDT Wed Oct 7 2026 - Hazardous heat inland persists through Thursday, never leave children or pets in unattended vehicles! - Elevated fire weather conditions persist in the interior through Thursday - Coastal flooding concerns due to astronomical tides and thermal expansion through the weekend - Hazardous beach conditions along Pacific coastline later this week into the weekend due to long period swell && .UPDATE... Issued at 957 AM PDT Wed Oct 7 2026 The morning fog has cleared. Outside of the immediate coast north of Pigeon Point, expect another day of clear skies and warm temperatures. The Heat Advisory remains in effect through 10 PM Thursday for inland areas. The weather gets very interesting this weekend with a drastic cool-down, strong winds, coastal flooding, and some remnant moisture from Tropical Storm Rachel. Could it rain on Monday? More to come on these topics with the afternoon discussion. && .SHORT TERM... Issued at 103 AM PDT Wed Oct 7 2026 (Today and tonight) The marine layer remains shallow and compressed tonight with only inland intrusion on satellite over the Monterey Bay into the Salinas Valley. KHAF is reporting 1/4mi vis in fog, KOAR is reporting 1/2mi and KMRY is down to a mile vis, thus can`t rule out another Dense Fog Advisory along the Pacific Coast at some point over the remainder of the overnight into Wednesday morning. The Heat Advisory remains in effect with high pressure still draped over our area, however later tonight, a weak upper level disturbance begins to encroach on the ridging pattern as it moves east today. Marginally improved onshore flow will bring more stratus into the North Bay and Bay Area later tonight than we`ve seen the past few nights, with the potential for more widespread impacts from fog possible into Thursday morning. && .LONG TERM... Issued at 103 AM PDT Wed Oct 7 2026 (Thursday through Tuesday) Although the aforementioned weak upper level disturbance will help break down the ridge it won`t ultimately make it to the coast, instead it will be pulled south into a merger with the remnants of Rachel by the weekend. The hot temperatures will linger Thursday with no changes anticipated for the Heat Advisory to come to an end Thursday night. The cooler temperatures through the weekend will be welcomed as temps return to more seasonal averages. An interesting synoptic pattern begins to unfold by Sunday into the beginning of next week. A series of mergers is set in motion, beginning with Rachel moving onshore. The Polar Jet trough absorbs the remnants of Rachel while moving entirely over our area (was farther east in prior deterministic output) with increasing confidence in scattered light rain, especially for the Central Coast Sunday night into Monday. While the upper level low producing our rainfall begins its shift east it will then merge with `Disturbance 1` as it moves into the Desert Southwest. The upper level low impacting us this weekend will bring gusty winds into our typical valleys, gaps and passes with very strong winds possible above 50 MPH for elevated portions of the East Bay both Friday night and Saturday night. && .AVIATION... (12Z TAFS) Issued at 410 AM PDT Wed Oct 7 2026 Currently LIFR-VFR. Dense fog has been observed at the coastal terminals of HAF, MRY, and SNS overnight; however, an eddy has pulled it away from the Monterey Bay terminals. As such, TEMPOs remain in place for dense fog at MRY and SNS through 16Z with it prevailing at HAF through 17Z. Persistence forecast on tap tonight with a compressed marine layer keeping bayshore and interior terminals VFR while LIFR returns early to the coastal terminals. Diurnal winds will prevail. Vicinity of SFO...Currently VFR with westerly flow. High confidence in VFR and diurnal winds prevailing through the TAF period. SFO Bridge Approach...Similar to SFO. Monterey Bay Terminals...Currently VFR and calm at both terminals. An eddy has peeled dense fog back to the immediate coast, leading to VFR at the terminals. With the close proximity, have opted to go TEMPO in case it`s able to remain on the edge and/or push back in. High confidence in VFR by 18Z; however, reasonable best case scenario is it`ll be closer to 16Z or even earlier based on persistence, current trends, and the shallow nature of the marine layer. Persistence forecast on tap tonight with an early return of LIFR ceilings by 03Z. Diurnal winds will prevail. && .MARINE... (Today through Monday) Issued at 410 AM PDT Wed Oct 7 2026 Gentle to moderate northerly breezes and moderate seas will prevail through Thursday. Strong to near gale force northerly winds will develop across the northern outer waters Friday, spreading across the rest of the waters Saturday into Sunday. Rough to very rough seas will build Friday into the weekend as a result. Long period southerly swell arrives Friday with long period westerly swell arriving Sunday. && .FIRE WEATHER... Issued at 410 AM PDT Wed Oct 7 2026 Hot and dry conditions will lead to elevated fire weather conditions across the higher terrain through Thursday. Temperatures 10 to 20 degrees above normal and poor minimum relative humidity will continue away from the compressed marine layer at the coast. The higher terrain will experience active thermal belting, little-to-no recovery with nocturnal drying across the highest peaks, and thus prolonged burn periods. Winds remain the limiting factor, with diurnal winds prevailing except for light northerly/offshore flow overnight across the higher terrain. ERC values will rise to near records during the hot and dry conditions. A pattern change Friday into the weekend will bring cooler, moister, and windier conditions. Sarment && .MTR WATCHES/WARNINGS/ADVISORIES... CA...Heat Advisory until 10 PM PDT Thursday for CAZ503-504-506-508- 510-512>518. Coastal Flood Advisory until 1 PM PDT Thursday for CAZ506. PZ...None. && $$ SHORT TERM...JM LONG TERM....JM AVIATION...Sarment MARINE...Sarment Visit us at www.weather.gov/sanfrancisco Follow us on Facebook, X, and YouTube at: www.facebook.com/nwsbayarea x.com/nwsbayarea www.youtube.com/nwsbayarea
- Additional Information:
According to the FAA Airplane Flying Handbook (3C) Chapter 18:
Engine Failure After Takeoff (Single-Engine) A number of variables and pilot actions factor into a successful emergency landing shortly after takeoff. When an engine failure occurs during the initial climb, the pilot should lower the nose of the airplane and establish the proper glide attitude. What happens next if the engine does not restart? Does the pilot select a field directly ahead (or slightly to the side of the takeoff path) or should the pilot turn back toward the point of departure? There's not much time to decide and a lot to consider.
Continuing straight ahead or making a slight turn gives the pilot time to establish a safe landing attitude, and the landing occurs under control and as slowly as possible (assuming a takeoff made into a headwind). This minimizes the risk of injury and usually represents the option with the lowest risk—i.e. the safest option. Turning back requires a more complex analysis and consideration of risk. At some urban airports, there may be numerous hazards in the departure path. In that case, the pilot might turn back, but only if certain the airplane can reach the field from its current position and the pilot has trained and practiced the turn back maneuver.
Turning back to an airport after a low-altitude engine failure, also known as “the impossible turn,” presents many challenges, and a pilot who attempts to turn back without due consideration and training will need considerable luck to prevent disaster. If the airplane strikes the ground during the turn, cartwheeling could occur. If the pilot does not lower the nose sufficiently during the turn, an accelerated stall and fatal crash may occur. Even after executing a successful turn, a return to the airport often results in a downwind approach. The increased groundspeed could rush a pilot not properly trained for landing downwind. The increased groundspeed and associated increase in kinetic energy also raise the likelihood of serious injury if unable to make the field.
If considering a turn back to the runway following an engine failure on takeoff, the pilot should know the expected altitude loss during the turn for the specific make and model airplane as well as whether the airplane can physically glide back to the field after executing the turn. Traditionally, the FAA has given the following example. An airplane has taken off and climbed to an altitude of 300 feet above ground level (AGL) when the engine fails. After a typical 4-second reaction time, the pilot elects to turn back to the runway. Using a standard rate (3° change in direction per second) turn, it takes 1 minute to turn 180°. At a glide speed of 65 knots, the radius of the turn is 2,100 feet, so at the completion of the turn, the airplane is 4,200 feet to one side of the runway. The pilot needs to turn another 45° to head the airplane toward the runway. By this time, the total change in direction is 225° equating to 75 seconds plus the 4-second reaction time. If the airplane in a power-off glide descends at approximately 1,000 fpm, it has descended 1,316, feet placing it 1,016 feet below the runway.
The preceding example illustrates why a turn back, if attempted, requires a turn with a higher bank angle. A standard rate or shallow turn consumes too much time, requires too much distance, and generates an unacceptable solution.
Training for a turn back includes practicing turns in both directions at a safe altitude in the make and model flown after simulating an engine failure from a climb. Practice should result in consistent altitude loss and the ability to avoid an accelerated stall when executing a gliding steep turn. Pilots should be alert for and respond appropriately to any stall warning and reduce wing loading during the turn as necessary. There will be some observed variation in altitude loss during training. The pilot should anticipate that during an actual emergency, the expected altitude loss could end up at the high end of the range observed while practicing. Success in training involves the demonstrated ability to evaluate the effect of climb performance of the airplane, determine the better direction to turn back (usually into a crosswind), predict the altitude above ground after the turn, know the distance to the landing zone, and know if the glide performance of the airplane will allow the pilot to make the field. Some airplanes cannot usually make the return successfully, some can make the return under certain conditions, and some can usually return. The pilot should not attempt a turn back unless a successful turn back will result.
A turn back to the departure runway may require more than a 180° change in direction. There could also be cases where turning back results in overshooting the runway, and the pilot needs to sense the aiming point within seconds after completing a turn back and make any necessary adjustments to achieve the best possible outcome. A turn back at low altitudes presents an unacceptable risk for student pilots, low-time pilots, untrained pilots, pilots without adequate proficiency, and pilots flying airplanes with insufficient glide performance to return to the field. However, experienced pilots interested in knowing when and how to make an emergency turn back after takeoff should use the services of an authorized flight instructor who can explain and demonstrate the practicality (or impracticality) of “the impossible turn” in the specific make and model used during training.
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