Piper PA-24- 260 accident near Stow, Massachusetts, February 28, 1994
On February 28, 1994 at about 11:45 pm local time, a Piper PA-24- 260, registered N9322P, was substantially damaged in an accident near Stow, Massachusetts. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO FOLLOW THE CHECKLIST WHICH RESULTED IN FUEL STARVATION AND SUBSEQUENT LOSS OF ENGINE POWER. THE LACK OF SUITABLE TERRAIN TO COMPLETE A FORCED LANDING WAS A FACTOR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 28, 1994 · about 11:45 pm local time
- Place
- Stow, Massachusetts
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24- 260 · all PA-24- 260s on the register
- Registration
- N9322P · no longer on the register · serial 24-4819
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PRIVATE PILOT AND A PASSENGER WERE TAKING OFF ON RUNWAY 3 DURING A DARK NIGHT WHEN THE ENGINE LOST POWER AT 100 FEET ABOVE THE GROUND. THE PILOT STATED THAT DUE TO INSUFFICIENT ALTITUDE HE WAS UNABLE TO RESTART THE ENGINE. THE AIRPLANE IMPACTED TREES IN A WOODED AREA. ACCORDING TO THE PILOT HE HAD FLOWN THE AIRPLANE EARLIER FOR ABOUT AN HOUR ON THE RIGHT AUXILIARY TANK. HE STATED THAT HE LANDED AND PICKED UP A PASSENGER. THE PILOT STATED THAT HE COMPLETED AN ABBREVIATED CHECKLIST WHICH INCLUDED CHECKING THE POSITION OF THE FUEL PUMP AND FUEL SELECTOR. HE STATED THAT HE THOUGHT THE FUEL SELECTOR WAS ON 'A MAIN TANK.' AN FAA AVIATION SAFETY INSPECTOR WHO EXAMINED THE AIRPLANE AFTER THE ACCIDENT FOUND THE FUEL SELECTOR ON THE RIGHT AUXILIARY FUEL TANK WHICH WAS EMPTY. THE PILOT REPORTED THAT THERE WAS NO MECHANICAL MALFUNCTION AND THE ACCIDENT COULD HAVE BEEN PREVENTED IF A MORE DELIBERATE CHECK OF THE STATUS OF THE FUEL SELECTOR WAS ACCOMPLISHED.
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: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,200 hours in all; 1,300 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,100 hours
- Last inspection: annual inspection, February 28, 1994; 2 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-N1A5 (piston); 0 hours total
The flight
- Destination: 6B6
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 340° at 8 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 25°F (-4°C), dew point 1°F (-17°C)
- Altimeter: 30.00 inHg
- Observation at 11:45 pm from BED, 10 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.