Piper PA-28-180 accident near Copake, New York, July 20, 2005
On July 20, 2005 at about 8:42 pm local time, a Piper PA-28-180, registered N7767N, was substantially damaged in an accident near Copake, New York. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning which resulted in fuel exhaustion and subsequent 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
- July 20, 2005 · about 8:42 pm local time
- Place
- Copake, New York · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N7767N · no longer on the register · serial 28-5214
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the airplane was fueled to a point just above the "tabs" in the fuel tanks, which he estimated to be 40 gallons of fuel. After his preflight, he departed on a cross country flight, and climbed to 5,500 feet msl. After descending to 2,500 feet msl, the engine began to "sputter" and lost power. After advising Air Traffic Control (ATC) of his problem, ATC advised the pilot of the closest airport. During the descent, the pilot attempted to restart the engine without result. The propeller continued to windmill and no fuel pressure was indicated. He tried to start the engine again, and switch tanks, but again the engine did not start. He continued to glide the airplane to the airport which ATC had identified, but realized he would not make it, and decided to attempt an off airport landing. On approach to a field, he passed over some trees and a house, and selected "full flaps" for landing. The field was "too short," and after gliding the length of the field, the airplane impacted trees and was substantially damaged. The airplane had been airborne for approximately 1 hour and 42 minutes. During an interview, the pilot stated "that he had over 5 gallons of fuel in the left fuel tank and 15 to 20 gallons in the right fuel tank." Examination of the fuel system revealed that, the carburetor bowl was dry. No fuel was visible in the fuel tanks and no evidence of fuel staining or spillage was present at the accident site.
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: 1,157 hours in all; 888 in this make and model; 24 in the last 90 days; 7 in the last 30 days
- Last flight review: August 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 7,662 hours
- Last inspection: annual inspection, July 1, 2005; 4.5 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
The flight
- Departed from: FIG Clearfield PA at 7:00 pm
- Destination: GBR Great Barringto MA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 61°F (16°C)
- Altimeter: 29.98 inHg
- Observation at 8:54 pm from PSF, 36 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.