Cessna 172P accident near Passaic, New Jersey, June 10, 2004
On June 10, 2004 at about 12:30 pm local time, a Cessna 172P, registered N53565, was substantially damaged in an accident near Passaic, New Jersey. It was a positioning 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 total loss of engine power for undetermined reasons. A factor was the evasive maneuver on the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 2004 · about 12:30 pm local time
- Place
- Passaic, New Jersey · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N53565 · no longer on the register · serial 172-74780
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane, having recently undergone "numerous" repairs following 18 months of storage, was being positioned for a pre-purchase inspection. About halfway between the initial departure airport and final destination airport, the engine began to run roughly, so the pilot elected to land and check it on the ground. While on the ground, the pilot did not find any abnormalities, and he departed for again for his intended destination. About 45 minutes later, the engine suddenly stopped, and the pilot performed a forced landing to a golf course. After touchdown, when the pilot maneuvered the airplane to avoid a golfer, the airplane struck a tree and came to a stop in a sand trap. At the scene, a Federal Aviation Administration inspector partially removed the engine cowl to disconnect the battery. All exterior damage was noted, and fuel was observed leaking from the fuel tanks. The wings were subsequently removed to facilitate airplane transport to a storage facility. The engine was run at that facility, while still attached to the airframe, "at idle and at power." However, the fuel was utilized from a different source, and plumbed directly into the carburetor.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 4,125 hours in all; 500 in this make and model; 180 in the last 90 days; 35 in the last 30 days; 3,700 as pilot in command; 900 on instruments
- Last flight review: April 6, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 670 hours
- Last inspection: annual inspection, May 12, 2004
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: BDR Bridgeport CT
- Destination: CDW Caldwell NJ
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 29.88 inHg
- Observation at 12:53 pm from CDW
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.