Piper PA-44-180 accident near Lake Hopatcong, New Jersey, August 25, 2000
On August 25, 2000 at about 4:15 pm local time, a Piper PA-44-180, registered N2159Z, was substantially damaged in an accident near Lake Hopatcong, New Jersey. It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's improper placement of both fuel-selector switches, which resulted in a total loss of engine power on both engines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 25, 2000 · about 4:15 pm local time
- Place
- Lake Hopatcong, New Jersey
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-44-180 · all PA-44-180s on the register
- Registration
- N2159Z · no longer on the register · serial 44-7995299
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While at 3,000 feet with both engines operating at cruise power, the instructor induced an engine failure by moving the left fuel-selector to 'OFF.' The student asked the instructor if he wanted him to 'shut down the engine.' The instructor answered no. The student then verbalized the necessary steps for securing an engine, finishing with 'right engine to crossfeed.' After a couple of minutes, the instructor noticed that the right fuel selector was actually between 'OFF' and 'CROSSFEED.' The instructor returned the left and right fuel selectors to 'ON,' and approximately 30 to 40 seconds later both engines lost power. Several unsuccessful restarts were attempted, and the instructed executed a forced landing to a lake. The airplane touched down and both occupants exited under their own power. The airplane was recovered and both engine were examined and then run. During the examination and engine runs, no preimpact failures or malfunctions were identified. In addition, each fuel selector had three position, 'ON,' 'OFF,' and 'CROSSFEED.' To move a selector from 'ON' to 'CROSSFEED,' the selector had to be moved aft through the 'OFF' position.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,381 hours in all; 193 in this make and model; 212 in the last 90 days; 6 in the last 30 days; 1,242 as pilot in command; 949 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,997 hours
- Last inspection: annual inspection, June 30, 2000; 70 hours since
- Maximum gross weight: 3,816 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-EIA6D (piston); 0 hours total
The flight
- Departed from: CDW Caldwell NJ at 4:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 3:54 pm from 12N, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.