Piper PA-32 accident near Syracuse, New York, March 12, 1982
On March 12, 1982 at about 5:45 pm local time, a Piper PA-32, registered N260BB, was substantially damaged in an accident near Syracuse, New York (Syracuse airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 5 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 12, 1982 · about 5:45 pm local time
- Place
- Syracuse, New York · Syracuse
- Type
- Accident
- Injuries
- 5 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32 · all PA-32s on the register
- Registration
- N260BB · registry record · serial 32-7400045
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT TOOK OFF ON A VFR FLIGHT PLAN WITH A LITTER PATIENT AND 3 OTHER PASSENGERS ONBOARD. THE RIGHT MAIN FUEL TANK WAS USED FOR ABOUT THE FIRST 30 MINUTES OF FLIGHT, THEN THE PILOT SWITCHED TO THE LEFT MAIN TANK. WHILE EN ROUTE, AN IFR FLIGHT PLAN WAS OBTAINED WHEN THE DESTINATION WEATHER DID NOT IMPROVE TO VFR CONDITIONS AS FORECAST. THE PILOT REPORTED THAT BEFORE DESCENDING INTO THE CLOUDS FOR AN ILS APPROACH, HE PERFORMED A BEFORE LANDING CHECK AND SWITCHED BACK TO THE RIGHT MAIN FUEL TANK.THE ENGINE LOST POWER ABRUPTLY WHILE ON THE APPROACH. THE PILOT BELIEVED THAT HE SWITCHED TO THE RIGHT TIP TANK, AND THEN LATER, BACK TO THE RIGHT MAIN TANK, WHILE ATTEMPTING TO START THE ENGINE. AS THE AIRCRAFT BROKE OUT OF THE CLOUDS, THE PILOT ATTEMPTED TO MANEUVER TO A CLEARING, BUT THE PLANE STRUCK TREES AND CRASHED. THE FUEL SELECTOR WAS FOUND POSITIONED TO THE LEFT TANK WHICH HAD ABOUT 3 PINTS OF FUEL REMAINING.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,840 hours in all; 105 in this make and model; 5,530 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,131 hours
- Last inspection: inspection type not recorded; 20 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-E435 (piston); 0 hours total
- Operator: Professional Pilots INC.
The flight
- Departed from: W16 Winchester VA at 11:00 am
- Destination: Mccollum GA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 250° at 8 knots
- Sky: overcast at 100 ft; not recorded
- Temperature: 99°F (37°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.