Piper PA-25-180 accident near Baltimore, Maryland, January 10, 2004
On January 10, 2004 at about 3:15 pm local time, a Piper PA-25-180, registered N242JG, was substantially damaged in an accident near Baltimore, Maryland (Essex Skypark airport). It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons. Factors included a low ambient temperature and a lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 10, 2004 · about 3:15 pm local time
- Place
- Baltimore, Maryland · Essex Skypark · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-180 · all PA-25-180s on the register
- Registration
- N242JG · registry record · serial 25-670
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
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.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 597 hours in all; 209 in this make and model; 116 in the last 90 days; 34 in the last 30 days; 542 as pilot in command
- Last flight review: August 30, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 3,720 hours
- Last inspection: annual inspection, February 6, 2003; 300 hours since
- Maximum gross weight: 2,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: MTN Baltimore MD at 5:05 pm
- Destination: Baltimore MD
- Flight plan: VFR
- Runway 34, 2,084 ft by 28 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 12,000 ft
- Temperature: 16°F (-9°C), dew point -2°F (-19°C)
- Altimeter: 30.45 inHg
- Observation at 4:45 pm from MTN, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.