Piper PA-32-260 accident near Tyringham, Massachusetts, July 9, 2007
On July 9, 2007 at about 12:08 pm local time, a Piper PA-32-260, registered N5595J, was substantially damaged in an accident near Tyringham, Massachusetts. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent encounter with thunderstorms during cruise flight. Contributing to the accident was the failure of air traffic control to appropriately issue weather information and initiate an in-flight deviation around known and clearly observed weather.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 2007 · about 12:08 pm local time
- Place
- Tyringham, Massachusetts · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N5595J · no longer on the register · serial 32-1062
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a personal instrument flight, the pilot encountered thunderstorms and the airplane separated in-flight over Tyringham, Massachusetts. The pilot obtained a preflight weather briefing and was also advised of a significant meteorological information (SIGMET) during the flight. Control continuity could not be established due to the fragmentation of the wreckage. However, the separation signatures were found to be consistent with the control surfaces being installed and operational at the time of the break-up. Examination of the airframe, flight controls, and engine did not reveal any mechanical anomalies. Review of air traffic control (ATC) data revealed that a relief controller had been briefed to turn the accident airplane due to weather; however, the relief controller failed to issue weather information or initiate a flight deviation around known and clearly observed weather, despite very little traffic and a light workload at the time.
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: 3,350 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,110 hours
- Last inspection: annual inspection, June 1, 2006
- Maximum gross weight: 1,788 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: IWI Wiscasset ME at 10:28 am
- Destination: 1B1 Hudson NY
- Flight plan: IFR
Weather at the time
- Light: dawn
- Wind: at 3 knots
- Visibility: 1.5 statute miles
- Sky: broken clouds at 1,800 ft; a few clouds at 700 ft
- Temperature: 66°F (19°C), dew point 63°F (17°C)
- Altimeter: 29.95 inHg
- Observation at 12:53 pm from KBAF, 9 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.