# NTSB IAD04LA007: Piper PA-25-180, N242JG, Baltimore, MD, January 10, 2004 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 10, 2004, 10:15 local (15:15 UTC) - Place: Baltimore, MD - Coordinates: 39.2625, -76.432777 - Nearby events: https://openairdocs.org/map.md?lat=39.2625&lon=-76.4328&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report September 1, 2004 - Report: Approved by Office Director - Parties: FAA/FSDO - NTSB case key (mKey): 58607 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=IAD04LA007 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58607/pdf - Page: https://openairdocs.org/ntsb/IAD04LA007 ## Probable cause A loss of engine power for undetermined reasons. Factors included a low ambient temperature and a lack of suitable terrain for the forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, climb - reason for occurrence undetermined (cause) - Forced landing, emergency descent/landing - In flight collision with object, emergency descent/landing - terrain condition - none suitable (contributing factor) - object - tree(s) ## Analysis The airplane's hangar was not heated, and the temperature had dropped to about 10 degrees Fahrenheit the previous evening. The pilot pre-heated the engine for about 45 minutes before starting the engine. He taxied the airplane and performed an engine run-up for a total of about 20 minutes, then flew for about 5 minutes to another airport for a banner pickup. In the traffic pattern, the pilot applied carburetor heat, then turned it off shortly before banner pickup in anticipation of the climb. The pilot hooked the banner, then proceeded to climb the airplane while increasing engine power to 2,500 rpm. The engine then "gave one spat," but "climbed strong" until about 200 feet above the runway, when the engine rpm suddenly dropped, and the engine sputtered to a stop. The pilot instantly released the banner, then tried to revive the engine by applying carburetor heat and pumping the throttle. The pilot determined that because of the low altitude, he could not complete a turn back to the runway, so he landed straight ahead into trees. Post-accident inspection of the engine and fuel system revealed no mechanical anomalies. The temperature and dewpoint at the time of the accident were 16 and -2 degrees Fahrenheit, resulting in no probability of carburetor icing. ## Factual narrative On January 10, 2004, about 1015 eastern standard time, a Piper PA-25-180, N242JG, was substantially damaged during a forced landing near Essex Skypark (W48), Baltimore, Maryland. The certificated commercial pilot was not injured. Visual meteorological conditions prevailed, and the airplane was operating on a visual flight rules flight plan. The local banner towing flight, which originated at Martin State Airport (MTN), Baltimore, Maryland, was conducted under 14 CFR Part 91. According to the pilot, he began pre-heating the engine in the airplane's hangar at 0900, and started the engine about 0945. The pilot allowed the engine to run at 1,000 rpm for about 10 minutes, while he performed a pre-flight check of the cockpit. The pilot then proceeded to taxi, and subsequently performed an engine run-up, during which, he noted no anomalies. The airplane departed Martin State about 1010, and proceeded to Essex Skypark at an altitude of 1,200 feet to pick up a banner. At Essex, the pilot entered the left downwind leg for runway 34 at 1,000 feet, set the throttle to 1,700 rpm, and applied carburetor heat. Shortly before reaching the banner pickup point, the pilot turned off the carburetor heat in anticipation of the climb out, and slowed the airplane. The pilot then "hooked" the banner, and proceeded to climb the airplane while increasing engine power to 2,500 rpm. During the increase of engine power, the engine "gave one spat, then proceeded to climb strong at 2,500 rpm." The pilot thought that the irregularity was a backfire, and was not immediately concerned; however, about 200 feet above the runway, while leveling the airplane's nose, the engine's rpm suddenly dropped, and the engine sputtered to a stop. The pilot instantly released the banner, and began trying to revive the engine by applying carburetor heat and pumping the throttle. The pilot determined that because of the low altitude, he could not complete a turn back to the runway, so he instead elected to land straight ahead. The airplane impacted trees north of the departure end of runway 34. According to a Federal Aviation Administration (FAA) inspector, the airplane was located in a tree with the left wing down, and the wing tip stuck into the ground at a 90-degree angle. The airplane remained in the tree for approximately 1 week until being removed by helicopter. After the airplane was removed, the inspector had a mechanic inspect the engine and fuel lines. The mechanic found no evidence of any mechanical failure. The inspector also examined the fuel lines for the presence of water, and found none; however, he noted that during the week that the airplane was in the tree, the air temperature had fluctuated significantly. The propeller was also examined, and did not exhibit any signs of damage, "not even a scratch." The FAA inspector also noted that the airplane's hangar had been unheated, and the air temperature had dipped to 10 degrees Fahrenheit during the previous evening. In addition, the operator of the airplane felt that there may have been frozen water in the fuel system. The weather reported at Martin State Airport, located 4 nautical miles to the north, at 1154, included winds from 330 degrees true at 7 knots, 10 miles visibility, an overcast ceiling at 12,000 feet, temperature 16 degrees Fahrenheit, dew point -2 degrees Fahrenheit, and a barometric pressure of 30.45 inches of mercury. Carburetor icing diagrams confirmed that there was no probability of carburetor icing at the existing temperature and dew point. ## Aircraft - Registration: N242JG (not matched to a registry record) - Reported make and model: Piper PA-25-180 - Category: Airplane - Serial number: 25-670 - Airframe hours: 3720 - Engines: Lycoming O-360 180 horsepower reciprocating - Damage: Substantial damage - Flight: Other work use, Part 91 - Operator: Phoenix Aerial Advertising - Registered owner: Jay Gathmann - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, February 6, 2003, 300 hours before - Departed: MTN, Baltimore, MD - Destination: Baltimore, MD - Flight plan: VFR - Airport: W48, Essex Skypark, runway 34, 2,084 × 28 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 28; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; last flight review August 30, 2002; seat: center; flight hours: 597 total, 209 in this make and model, 542 as pilot in command, 116 in the last 90 days, 34 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 330° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: 12,000 ft overcast - Temperature: 16 °F, dew point -2 °F - Altimeter: 30.45 inHg - Observed at: MTN, 4 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20040110000589A](https://openairdocs.org/incident/20040110000589A), Jan 10, 2004: Piper PA25, Baltimore, MD, Substantial damage. (-23) Arrived at Essex Skypark approximately 14:45 p.m. discussed with pilot andrew sable what took place that morning. Mr. Sable arrived at mtn and preheated… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.