Piper PA-30K accident near Schaghticoke, New York, September 7, 1992
On September 7, 1992 at about 8:32 pm local time, a Piper PA-30K, registered N400RD, was substantially damaged in an accident near Schaghticoke, New York. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF TOTAL ENGINE POWER DUE TO FUEL STARVATION. CONTRIBUTING TO THE ACCIDENT WAS THE LOSS OF TOTAL ELECTRICAL POWER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 1992 · about 8:32 pm local time
- Place
- Schaghticoke, New York · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-30K · all PA-30Ks on the register
- Registration
- N400RD · registry record · serial 30-1769
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ABOUT 1 HOUR AFTER TAKEOFF, THE AIRPLANE LOST ALL ELECTRICAL POWER. THE PILOT CONTACTED THE TOWER BY A HAND HELD RADIO AND REPORTED THE SITUATION. IT WAS DECIDED THAT THE FLIGHT WOULD CONTINUE TO ALBANY, NEW YORK, WHERE VMC EXISTED. ON APPROACH INTO ALBANY, ABOUT 2 HOURS AFTER TAKEOFF, BOTH ENGINES LOST TOTAL POWER FOR UNDETERMINED REASONS. THE PILOT MADE AN EMERGENCY LANDING. DURING THE IMPACT SEQUENCE, THE MAIN AND AUXILIARY FUEL TANKS WERE BREACHED. A FUEL QUANTITY COULD NOT BE DETERMINED. THREE QUARTERS OF A GALLON OF FUEL WAS FOUND IN BOTH THE TIP TANKS. EXAMINATION OF THE WRECKAGE SHOWED THAT ALL SWITCHES WERE IN THE OFF POSITION EXCEPT FOR THE FUEL PUMPS AND MAGNETOS SWITCHES. FURTHER EXAMINATION OF THE LEFT ALTERNATOR REVEALED THAT THE NUMBER 2 FIELD WIRE TO THE TERMINAL WAS BROKEN PRIOR TO IMPACT. THE RIGHT ALTERNATOR WAS FUNCTIONAL. THE BATTERY WAS FOUND DISCHARGED. FOR THIS AIRPLANE, ONE ALTERNATOR PROVIDES SUFFICIENT VOLTAGE BUT MUST BE SELECTED IN ORDER TO OPERATE THE ELECTRICAL SYSTEM.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 746 hours in all; 143 in this make and model; 28 in the last 90 days; 7 in the last 30 days; 587 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,830 hours
- Last inspection: annual inspection, November 23, 1991; 113 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO 320-C1A (piston); 0 hours total
The flight
- Departed from: RKD Rockland ME at 6:32 pm
- Destination: HPN White Plains NY
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 180° at 11 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 4,500 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 8:55 pm from ALB, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 2 |
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.