Cessna 172P accident near Odenton, Maryland, July 25, 2001
On July 25, 2001 at about 11:45 pm local time, a Cessna 172P, registered N52266, was substantially damaged in an accident near Odenton, Maryland (Tipton Aaf airport). It was an instructional 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
A 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
- July 25, 2001 · about 11:45 pm local time
- Place
- Odenton, Maryland · Tipton Aaf · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N52266 · no longer on the register · serial 17274470
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, when the airplane was about 200 feet above the ground, the engine experienced a partial loss of engine power and the pilot was not able to maintain altitude. The pilot performed a forced landing to a grass area northwest of the runway; however the airplane struck trees and a fence. Examination of the airplane and engine did not reveal any pre-impact failures. Fuel consistent with aviation gasoline was observed throughout the airplane's fuel system, and no evidence of contamination was noted. Additionally, the engine was started and ran uneventfully; however, due to damaged engine mounts, the rpm was not increased above 1,300. The temperature and dew point reported at a nearby airport, was 86 and 70 degrees F, respectively. A review of a carburetor icing probability chart, placed the reported temperature and dew point in the "serious icing at glide power" area of the chart; however, the pilot reported that the application carburetor heat after the partial loss of engine power did not effect the engine's performance.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,254 hours in all; 700 in this make and model; 184 in the last 90 days; 116 in the last 30 days; 2,109 as pilot in command; 830 on instruments
- Last flight review: May 29, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,424 hours
- Last inspection: 100-hour inspection, July 18, 2001; 26 hours since
- Maximum gross weight: 2,407 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
The flight
- Departed from: FME Odenton MD at 11:40 pm
- Flight plan: none
- Runway 28, 3,000 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 210° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 4,200 ft
- Temperature: 86°F (30°C), dew point 70°F (21°C)
- Altimeter: 29.88 inHg
- Observation at 11:54 pm from BWI, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.