Cessna 172K accident near White Marsh, Maryland, June 29, 2003
On June 29, 2003 at about 4:15 pm local time, a Cessna 172K, registered N5138G, was substantially damaged in an accident near White Marsh, Maryland (Martin State airport). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's in-flight decision to not land and refuel, which resulted in fuel exhaustion. A factor in the accident was the pilot's inadequate communications.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 2003 · about 4:15 pm local time
- Place
- White Marsh, Maryland · Martin State · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172K · all 172Ks on the register
- Registration
- N5138G · no longer on the register · serial 17259068
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was returning to an airport located inside an Air Defense Identification Zone (ADIZ). The pilot had filed a flight plan and was informed that the flight plan was valid for two hours after his proposed departure time of 0900. When the pilot contacted air traffic control (ATC) at 1114 and attempted to obtain clearance to enter the ADIZ, an air traffic controller was not able to locate a flight plan for the flight, and at 1126, the pilot was instructed to contact a flight service station to file a flight plan. The pilot reported to the Safety Board that he was not able to contact the flight service station; and made contact with air traffic control several times, while holding for a clearance into the ADIZ. At 1208:23 the airplane was cleared to land, and at 1214:16, the pilot declared an emergency due to fuel exhaustion. The airplane struck trees during the ensuing forced landing. The pilot further reported that while awaiting clearance into the ADIZ, he observed the fuel gages getting "pretty low" and estimated he had about 30 minutes of fuel remaining. The engine lost power about 15 or 20 minutes later. Review of communication transcripts revealed that the pilot did not inform ATC of the airplane's fuel status, nor did he inform ATC that he was unable to contact flight service to file a flight plan. Review of an aeronautical chart and an airport facility directory revealed that an airport was located about 8 miles east-northeast of the airplane's holding position. The airport was located outside of the ADIZ area and provided fuel services.
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: 74 hours in all; 60 in this make and model; 1 in the last 90 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,435 hours
- Last inspection: annual inspection, January 31, 2003; 100 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2C (piston); 0 hours total
- Operator: Phoenix Aviation
The flight
- Departed from: FDK Frederick MD at 2:20 pm
- Destination: MTN Baltimore MD
- Flight plan: VFR
- Runway 15, 6,996 ft by 180 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 3,400 ft
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 30.14 inHg
- Observation at 4:45 pm from MTN, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.