Piper PA-28-180 and Piper PA-24-250 mid-air collision near New Hampton, New York, May 9, 2011
On May 9, 2011 at about 6:48 pm local time, 2 aircraft, Piper PA-28-180 (N5275L) and Piper PA-24-250 (N7757P), were involved in a mid-air collision near New Hampton, New York (Orange County airport). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the PA24 pilot to maintain adequate clearance from the PA28 resulting in an inflight collision. Contributing to the accident was the PA24 pilot's decision to overtake the PA28.
The PA24 pilot’s failure to maintain adequate clearance from the PA28, resulting in an in-flight collision. Contributing to the accident was the PA24 pilot's decision to overtake the PA28.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 2011 · about 6:48 pm local time
- Place
- New Hampton, New York · Orange County · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N5275L · no longer on the register · serial 28-4574
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N7757P · no longer on the register · serial 24-2973
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-28-180 final · quoted from the NTSB record
The two accident pilots arrived at the airport in a Piper PA-24-250 (PA24), with the intention that one of the pilots would ferry a Piper PA-28-180 (PA28) back to the departure airport. The PA28 departed first for the return flight, followed by the PA24; however, the PA24 was faster and caught up to the PA28 within 5 minutes. The PA24 approached from below and behind the PA28 and was likely not visible to the pilot of the PA28. Witnesses near the accident site observed the airplanes flying in the same direction when they "clipped" each other. The PA28 entered an immediate right spiraling dive, while the PA24 entered an "angled nose dive" toward the ground. The PA28 was found inverted with the fuselage crushed; the outboard portion of the right wing was separated and showed damage consistent with propeller strikes to the aft wing spar and flap. The majority of the PA24 was consumed by a postimpact fire. Examination of both airplanes revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. It was not known if the accident pilots were attempting formation flight or were in communication with each other. However, 14 Code of Federal Regulations (CFR) 91.111(a) states that "no person may operate an aircraft so close to another aircraft as to create a collision hazard." In addition, 14 CFR 91.113 stipulates that the pilot of an overtaking airplane (in this case, the PA24) “shall alter course...to pass well clear” of the overtaken airplane. The PA24 should not have passed over, under, or ahead of the PA28 unless it was well clear.
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 NTSB's narrative for the Piper PA-24-250 final · quoted from the NTSB record
The two accident pilots arrived at the airport in a Piper PA-24-250 (PA24), with the intention that one of the pilots would ferry a Piper PA-28-180 (PA28) back to the departure airport. The PA28 departed first for the return flight, followed by the PA24; however, the PA24 was faster and caught up to the PA28 within 5 minutes. The PA24 approached from below and behind the PA28 and was likely not visible to the pilot of the PA28. Witnesses near the accident site observed the airplanes flying in the same direction when they "clipped" each other. The PA28 entered an immediate right spiraling dive, while the PA24 entered an "angled nose dive" toward the ground. The PA28 was found inverted with the fuselage crushed; the outboard portion of the right wing was separated and showed damage consistent with propeller strikes to the aft wing spar and flap. The majority of the PA24 was consumed by a postimpact fire. Examination of both airplanes revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. It was not known if the accident pilots were attempting formation flight or were in communication with each other. However, 14 Code of Federal Regulations (CFR) 91.111(a) states that "no person may operate an aircraft so close to another aircraft as to create a collision hazard." In addition, 14 CFR 91.113 stipulates that the pilot of an overtaking airplane (in this case, the PA24) “shall alter course...to pass well clear” of the overtaken airplane. The PA24 should not have passed over, under, or ahead of the PA28 unless it was well clear.
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 for the Piper PA-28-180 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Task performance › (general) › (general) › Pilot of other aircraft
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot of other aircraft
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 5,840 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 6,240 hours
- Last inspection: annual inspection, January 1, 2010
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360 SER (piston); 0 hours total
The flight
- Departed from: MGJ Montgomery NY at 6:40 pm
- Destination: FWN Sussex NJ
- Flight plan: none
- Runway 03, 5,002 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 13 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 39°F (4°C)
- Altimeter: 29.92 inHg
- Observation at 6:54 pm from MGJ, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Piper PA-24-250 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Personnel issues › Task performance › (general) › (general) › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,450 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming 0-540 SERIES (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MGJ Montgomery NY at 6:40 pm
- Destination: FWN Sussex NJ
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.