Piper PA-25-235 accident near Spartanburg, South Carolina, May 27, 2001
On May 27, 2001 at about 8:35 pm local time, a Piper PA-25-235, registered N6667Z, was substantially damaged in an accident near Spartanburg, South Carolina (Spartanburg Downtown Memorial airport). It was an other work-use 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
The pilot's improper fuel management resulting in a total loss of engine power due to fuel exhaustion, forced landing, and subsequent in-flight collision with trees and terrain. Contributing to the accident was an unidentified pilot's failure to yield the right of way to an aircraft in distress.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 2001 · about 8:35 pm local time
- Place
- Spartanburg, South Carolina · Spartanburg Downtown Memorial · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N6667Z · no longer on the register · serial 25-2268
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed on a glider tow flight with a glider in tow. The engine started running rough. The pilot informed the glider pilot that he was going to release him and return to the departure airport. The pilot made the release and turned towards the departure airport .The airplane experienced a total loss of engine power due to fuel exhaustion. He declared an emergency on the UNICOM radio frequency, and initiated a forced landing to runway 05. He heard a Learjet pilot state that he was taking runway 23. He immediately made another call on the UNICOM frequency and requested the Learjet to hold his position with negative response. He observed the Learjet taxi out onto the runway. He made another call to the Leajet with negative response and started a turn towards a closed runway. His landing gear collided with trees and the airplane crashed on the apron of the closed runway.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 414 hours in all; 8 in this make and model; 8 in the last 90 days; 6 in the last 30 days; 149 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 6,193 hours
- Last inspection: annual inspection, February 16, 2001; 20 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: SPA Spartanburg SC at 8:30 pm
- Destination: Spartanburg SC
- Flight plan: none
- Runway 27
Weather at the time
- Light: daylight
- Wind: from 240° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 48°F (9°C)
- Altimeter: 29.85 inHg
- Observation at 8:55 pm from GSP
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.