Piper E2 accident near Hastings, New York, June 2, 2005
On June 2, 2005 at about 11:30 pm local time, a Piper E2, registered N2122, was substantially damaged in an accident near Hastings, New York (Hastings airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel starvation due to a blocked fuel line, which resulted in a 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
- June 2, 2005 · about 11:30 pm local time
- Place
- Hastings, New York · Hastings · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper E2 · all E2s on the register
- Registration
- N2122 · registry record · serial 84
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/mechanic/owner explained that he had purchased the airplane 1 month prior to the accident and had been flying it for 8 days since its reassembly. The airplane had accrued about 6 hours of flight time during that span, and was flown for about one hour earlier on the day of the accident, with no deficiencies noted. The pilot started the engine and performed a ground run to bring the engine up to normal operating temperature. The takeoff and initial climb at maximum power proceeded without incident. When the airplane reached about 150 feet above ground level, the pilot adjusted the throttle for climb power, and the engine "completely cut off." The airplane collided with trees and terrain during the subsequent forced landing. Following the accident, the engine ran on the airframe without interruption. Examination of the fuel system revealed that the 90-degree fitting installed between the fuel tank and the fuel selector was completely occluded with rust, sediment, and debris. Examination of the fuel tank revealed it was comprised of two compartments, separated by a baffle. The area forward of the baffle contained a large quantity of "sludge," rust, and debris. According to the pilot/owner, he examined the interior of the fuel tank with a bore scope prior to purchase, but he did not examine the tank forward of the baffle.
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
- Flight time: 680 hours in all; 6 in this make and model; 25 in the last 90 days; 14 in the last 30 days
- Last flight review: May 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 1,397 hours
- Last inspection: annual inspection, March 1, 2005; 6 hours since
- Maximum gross weight: 932 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-40-4 (piston); 0 hours total
The flight
- Departed from: NONE Hastings NY at 11:28 pm
- Destination: NONE
- Flight plan: none
- Runway 36, 1,700 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 8,500 ft
- Temperature: 75°F (24°C), dew point 55°F (13°C)
- Altimeter: 30.06 inHg
- Observation at 11:54 pm from SYR, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.