Cessna 172N accident near Germantown, New York, October 10, 2004
On October 10, 2004 at about 4:35 am local time, a Cessna 172N, registered N2771J, was substantially damaged in an accident near Germantown, New York. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate in-flight planning/decision which led to VFR flight into IMC and his loss of aircraft control. Factors were night and cloud conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 10, 2004 · about 4:35 am local time
- Place
- Germantown, New York · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N2771J · no longer on the register · serial 17273648
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to departing on a round-trip flight, the non-instrument rated pilot telephoned a flight service station and received a standard weather briefing. The briefing included information about marginal VFR conditions for the proposed return trip; including increased cloud cover and scattered showers. VFR flight was not recommended for the return trip. After completing the first leg of the trip, the pilot again telephoned the flight service station. The second briefing included information about a slow moving cool front with poorer weather conditions north and west of the planned route, with the possibility of a shower or two along the route. At the time, one of the airports near the route was reporting marginal VFR conditions. The return flight was conducted at night, and proceeded uneventfully for approximately two-thirds of the planned flight. The pilot was receiving flight following, and asked the controller how high the clouds were, so that he could get out of them. The airplane then descended rapidly in a left turn and struck trees.
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: 1,231 hours in all
- Last flight review: February 2, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,194 hours
- Last inspection: annual inspection, July 4, 2004
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: ISP Islip NY at 3:37 am
- Destination: NY0 Johnstown NY
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 350° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,600 ft; scat at 2,100 ft
- Temperature: 64°F (18°C), dew point 54°F (12°C)
- Altimeter: 30.04 inHg
- Observation at 4:21 am from 1B1, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.