Piper PA-22-108 accident near Edgewater, Maryland, December 26, 1983
On December 26, 1983 at about 3:30 pm local time, a Piper PA-22-108, registered N5276Z, was substantially damaged in an accident near Edgewater, Maryland (Lee airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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
- December 26, 1983 · about 3:30 pm local time
- Place
- Edgewater, Maryland · Lee · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22-108 · all PA-22-108s on the register
- Registration
- N5276Z · registry record · serial 22-8969
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A STUDENT PLT STARTED TO FLY THE ACFT, BUT AS SHE WAS MOVING ON THE RWY, SHE DETECTED A MISFIRING OF THE ENG THAT SHE REPORTED AS A POPPING SOUND. THEREFORE, SHE RETURNED TO THE RAMP AREA & SHUT DOWN THE ENG. HER HUSBAND AGREED TO FLY WITH HER AROUND THE TRAFFIC PATTERN TO SEE IF HE COULD DETECT A MALFUNCTION. SHE GOT IN THE LEFT SEAT & HE GOT IN THE RIGHT SEAT FOR THE NEXT FLT. THE ACFT WAS STARTED & TAXIED TO THE RWY & NO UNUSUAL SOUNDS WERE DETECTED, SO THEY TOOK OFF. AFTER TAKEOFF, THEY DEPARTED THE TRAFFIC PATTERN & CLIMBED TO 1500 FT. TURBULENCE WAS ENCOUNTERED & THE WIFE SUGGESTED THEY RETURN & LAND. DURING THE APCH, THE HUSBAND WAS FLYING (AS PIC). HE STATED THAT WHEN HE RETARDEDTHE THROTTLE AT ABOUT 75 FT AGL, THE ENG DID NOT RESPOND. HE ELECTED TO GO AROUND, BUT SAID THE ENG ONLY ACCELERATED TO ABOUT 2000 RPM & THERE WAS INSUFFICIENT CLIMB RATE TO CLEAR OBSTRUCTIONS. ANOTHER UNSUCCESSFUL ATTEMPT WAS MADE TO RETARD THE THROTTLE AND SUBSEQUENTLY, THE ACFT COLLIDED WITH A BLDG & SOME TREES. NO REASON FOR A MALFUNCTION WAS FOUND.
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: 68 hours in all; 18 in this make and model; 41 in the last 90 days; 37 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,390 hours
- Last inspection: annual inspection, September 3, 1983; 47 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C1B (piston); 0 hours total
The flight
- Departed from: LEE Annapolis MD at 3:20 pm
- Flight plan: none
- Runway 30, 2,500 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 13 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 12°F (-11°C), dew point 10°F (-12°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from BWI, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
Other NTSB records under N5276Z the same tail number, which may have belonged to a different aircraft at the time
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.