Stinson 108-3 accident near Friendly, Maryland, July 5, 2001
On July 5, 2001 at about 3:00 pm local time, a Stinson 108-3, registered N6647M, was substantially damaged in an accident near Friendly, Maryland (Potomac Airfield). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A baffling failure within the exhaust system. Factors were an inadequate annual inspection and the pilot's operation of the airplane with known deficiencies in equipment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 2001 · about 3:00 pm local time
- Place
- Friendly, Maryland · Potomac Airfield · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-3 · all 108-3s on the register
- Registration
- N6647M · no longer on the register · serial 108-4647
- 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 engine, taxied to runway 24, and performed a magneto check. No anomalies were observed, and he initiated a takeoff roll. However, the engine began to run rough, and the pilot aborted the takeoff. He then ran the engine at different RPM, and performed a second satisfactory magneto check. During the second takeoff roll, the engine ran rough again, and the pilot aborted the takeoff. The pilot then let the engine run for 5 minutes at different RPM, and it passed a third magneto check. On the third takeoff attempt, the engine "had good power," but as the airplane climbed above the trees, the engine lost all power and the pilot performed a forced landing into trees. Examination of the wreckage revealed that the right-side muffler baffling was mostly disintegrated, consistent with a baffling failure and subsequent blockage of the engine exhaust. The muffler baffling was required to be inspected for cracks and wear during the annual inspection of the airplane. The last annual inspection of the airplane was performed about 3 months and 2 weeks prior to the accident, and the airplane had accumulated approximately 28 hours of operation since that inspection.
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: 192 hours in all; 67 in this make and model; 13 in the last 90 days; 5 in the last 30 days; 86 as pilot in command; 0 on instruments
- Last flight review: March 13, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,409 hours
- Last inspection: annual inspection, March 22, 2001; 28 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A4165 (piston); 0 hours total
The flight
- Departed from: VKX Friendly MD at 3:00 pm
- Destination: W32 Clinton MD
- Flight plan: none
- Runway 24, 2,665 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 6,000 ft
- Temperature: 81°F (27°C), dew point 66°F (19°C)
- Altimeter: 29.89 inHg
- Observation at 2:51 pm from DCA, 8 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.