Piper PA-25 accident near Egg Harbor Twp, New Jersey, August 4, 2006
On August 4, 2006 at about 4:50 pm local time, a Piper PA-25, registered N6471Z, was substantially damaged in an accident near Egg Harbor Twp, New Jersey. It was a banner-towing flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to utilize carburetor heat during the descent, which resulted in the formation of carburetor ice and subsequent engine failure. A factor in the accident was the carburetor icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 2006 · about 4:50 pm local time
- Place
- Egg Harbor Twp, New Jersey · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25 · all PA-25s on the register
- Registration
- N6471Z · no longer on the register · serial 25-673
- Damage
- Substantial damage
- Flight
- Banner-towing flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After performing a banner-towing flight, the pilot returned to a field to drop the banner. He reduced power as he initiated a descent to the field, and just prior to releasing the banner, the pilot increased the throttle to arrest the descent, and initiated a climb. As the pilot increased the throttle, he experienced "little or no positive reaction from the engine." He released the banner and the airplane continued to descend. The pilot prepared for a forced landing to the field, during which the airplane impacted a tree and caught fire. Examination of the airplane and engine revealed no mechanical anomalies. Additionally, the carburetor heat was in the "off" position. The closest weather reporting station to the accident site, approximately 6 miles to the north, recorded the temperature and dew point as 34 degrees Celsius (C), and 22 degrees C, respectively. Interpolation of an FAA carburetor icing probability chart, revealed the conditions were conducive to carburetor ice at glide and cruise power settings. According to the FAA Pilot's Handbook of Aeronautical Knowledge, during closed-throttle operations, carburetor heat should be adjusted to the full ON position before closing the throttle and left on during the closed-throttle operation. The Handbook additionally states that after a power loss is noticed, immediate action should be taken to eliminate ice already formed in the carburetor, and to prevent further ice formation.
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; instrument: airplane
- Flight time: 1,230 hours in all; 7 in this make and model; 203 in the last 90 days; 100 in the last 30 days; 1,065 as pilot in command
- Last flight review: August 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: serious injuries
The aircraft
- Airframe total time: 6,892 hours
- Last inspection: annual inspection, May 1, 2006
- Maximum gross weight: 2,300 lb
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 0NJ6 Linwood NJ at 3:30 pm
- Destination: 0NJ6 NJ
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 72°F (22°C)
- Altimeter: 29.84 inHg
- Observation at 4:54 pm from ACY, 6 miles away
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.