Piper PA-28-180 accident near Mariposa, California, February 29, 2004
On February 29, 2004 at about 10:45 pm local time, a Piper PA-28-180, registered N5205L, was substantially damaged in an accident near Mariposa, California (Mariposa-Yosemite airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 29, 2004 · about 10:45 pm local time
- Place
- Mariposa, California · Mariposa-Yosemite · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N5205L · registry record · serial 28-4496
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
All engine power was lost during an approach for landing and the airplane collided with a berm during a forced landing on soft terrain. The pilot had departed for the planned 2.5-hour-long flight with partially full fuel tanks. No mechanical malfunctions were experienced during the climb or cruise portion of the flight. The engine did not sputter or backfire. Approaching the destination airport, the engine suddenly lost all power. The pilot repositioned the fuel selector to the opposite fuel tank, and engine power was restored. However, about 1 minute later all engine power was again lost, at which point the airplane was approximately 4 miles from the airport. The airplane was subsequently examined by a Federal Aviation Administration (FAA) inspector. He reported observing 4 and 8 gallons of fuel in the left and right wings' fuel tanks, respectively. The gascolator bowl was devoid of foreign material. The engine was test run and it operated normally. According to the FAA's type certificate data sheet, the airplane's unusable fuel was only 2.2 pounds (about 1/3-gallon). The cause of the engine power loss was not determined.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,953 hours in all; 407 in this make and model; 22 in the last 90 days; 13 in the last 30 days; 2,235 as pilot in command; 504 on instruments
- Last flight review: January 25, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,131 hours
- Last inspection: annual inspection; 7 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
The flight
- Departed from: FUL Fullerton CA at 8:15 pm
- Destination: O68 Mariposa CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,300 ft
- Temperature: 55°F (13°C), dew point 45°F (7°C)
- Altimeter: 30.11 inHg
- Observation at 10:53 pm from MCE, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.