Piper PA-24-250 accident near Phillipsburg, Ohio, January 17, 2013
On January 17, 2013 at about 5:30 pm local time, a Piper PA-24-250, registered N5269P, was substantially damaged in an accident during standing (engine(s) start-up) near Phillipsburg, Ohio (Phillipsburg 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 pilot's improper operation of the airplane controls during engine start, which resulted in a collision with a hangar.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 17, 2013 · about 5:30 pm local time
- Place
- Phillipsburg, Ohio · Phillipsburg Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N5269P · no longer on the register · serial 24-307
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot started the airplane without the hand-brake set, and the airplane began to move forward. The pilot stated that he pushed the throttle "in" and at the same time reached for the hand-brake in an attempt to stop the airplane. The throttle input increased engine power, and the airplane rolled forward until it collided with a hanger. The airplane’s wings were substantially damaged. A postaccident examination of the airplane found the throttle in the full forward (full power) position. No preimpact mechanical malfunctions or failures with the airplane were reported.
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
What happened, in order
- Loss of control on ground during standing (engine(s) start-up) defining event
- Collision with terrain or object (not controlled flight into terrain) during standing (engine(s) operating)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Brake › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft power plant › Engine controls › Power lever › Incorrect use/operation
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 380 hours in all; 10 in this make and model; 20 in the last 90 days
- Last flight review: May 12, 2012
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540 SERIES (piston); 0 hours total
The flight
- Departed from: K3I7 Phillipsburg OH
- Destination: K3I7 Phillipsburg OH
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 5 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft
- Temperature: 37°F (3°C), dew point 28°F (-2°C)
- Altimeter: 30.19 inHg
- Observation at 3:56 pm from KDAY, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.