Piper PA 28-181 accident near Strasburg, Colorado, November 21, 2014
On November 21, 2014 at about 3:40 am local time, a 1977 Piper PA 28-181, registered N2204Q, was substantially damaged in an accident during enroute (cruise) near Strasburg, Colorado. It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The exhaustion of the fuel supply resulting in a complete loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 21, 2014 · about 3:40 am local time
- Place
- Strasburg, Colorado · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28-181 181, built 1977 · all PA 28-181s on the register
- Registration
- N2204Q · no longer on the register · serial 28-7790381
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the airplane was operated on a visual flight rules night flight. He estimated that the airplane had about 30 to 32 gallons of fuel prior to departure from the Rocky Mountain Metropolitan Airport (BJC), Denver, Colorado, about 1825 mst. During the flight, intermittent electrical issues were experienced including static in the headsets, flickering instrument panel lights and a fluctuating ammeter gauge. Attempts were made to alleviate the electrical issues to no avail. A touch and go landing was made at the Kit Carson Airport (ITR), Burlington, Colorado, and a decision was made to shorten the flight and return to the departure airport. The pilot reported that the fuel gauges indicated that the airplane had about 8 gallons remaining in each fuel tank about his time. After 20 minutes had elapsed from the departure from ITR, the fuel gauges showed empty. About 2035 mst, the engine stopped producing power and the pilot switched to the opposite fuel tank. The engine restarted and the flight continued for about 4 to 5 more minutes when the engine again stopped producing power. During the forced landing attempt the airplane struck wires and subsequently impacted the ground. The pilot and the flight instructor stated that the airplane's fuel load prior to departure should have been sufficient for a flight of about 3 hours. The total duration of the accident flight was about 2.25 hours. Examination of the airplane subsequent to the accident revealed no fuel remaining in either wing tank. There was no evidence of a fuel spill and no preimpact anomalies were found with respect to the airplane's fuel system. The pilot reported that the accident could have been prevented by ordering more fuel prior to departure or obtaining fuel at ITR. Based on the available information, it is likely that the airplane's fuel supply was exhausted resulting in a complete loss of engine power. It is also possible that the observed fuel gauge reading were innacurate given the electrical problems encountered during the flight.
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
- Fuel exhaustion during enroute (cruise) defining event
- Collision during takeoff/land during landing
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 929 hours in all; 430 in this make and model; 11 in the last 90 days; 4 in the last 30 days; 852 as pilot in command
- Last flight review: August 11, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,953 hours in all; 599 in this make and model; 66 in the last 90 days; 22 in the last 30 days; 2,831 as pilot in command; 1,929 on instruments
- Last flight review: January 7, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,464 hours
- Last inspection: annual inspection, July 23, 2014
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
- Operator: G & M Aircraft INC
The flight
- Departed from: ITR Burlington CO at 3:02 am
- Destination: BJC Denver CO
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 210° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 27°F (-3°C)
- Altimeter: 29.96 inHg
- Observation at 3:56 am from FTG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on August 21, 2015. 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, 11 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.