On April 13, 2014, about 1740 Atlantic standard time, a Piper PA-18-135, N2875D, was substantially damaged during a forced landing following a loss of engine power near Aguas Buenas, Puerto Rico. The commercial pilot was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the flight that originated from Mercedita Airport (TJPS), Ponce, Puerto Rico and was destined for Fernando Luis Ribas Dominicci Airport (TJIG), San Juan, Puerto Rico. The positioning flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.The pilot began the day by completing a three hour banner tow flight and then serviced the airplane with 30 gallons of fuel. After his second, two hour banner-long tow flight, the pilot planned to reposition the airplane from TJPS to TJIG. He initially climbed the airplane to 7,500 feet msl, but after encountering clouds, he descended to an altitude of 3,500 feet, which he maintained for about 5 minutes. About 14 nautical miles from the destination, the engine began losing power. The pilot responded by performing the requisite emergency checklist items, but was unsuccessful in his attempts to restart the engine. The pilot subsequently performed a forced landing, resulting in substantial damage to the airframe.

Federal Aviation Administration inspectors examined the airplane at the accident site. According to the inspectors, despite the damage the airplane incurred when it impacted trees, both of the fuel tanks remained intact. The fuel tanks were absent of fuel, as were the other examined components of the fuel system. Examination of the engine revealed no evidence of any pre-impact mechanical malfunctions or failures and that the crankshaft was free to rotate.

The weather conditions reported at Luis Munoz Marin International Airport (TJSJ), San Juan, Puerto Rico, located about 14 nautical miles northeast of the accident site, at 1756, included 10 statute miles visibility, scattered clouds at 2,400 feet, scattered clouds at 5,000 feet, a temperature of 27 degrees C, a dewpoint of 21 degrees C, and an altimeter setting of 29.97 inches of mercury.

According to FAA airworthiness records, the airplane was manufactured in 1952, and had a total fuel capacity of 36 gallons. In 2005, the airplane was re-certificated in the restricted category. According to the operator, the airplane's most recent 100 hour inspection was completed on April 11, 2014, and the airplane had accumulated 13 hours of operation since that time. At the time of the accident the airframe had accumulated 6,782 total hours of operation, while the engine had accumulated 105 total hours of operation since its most recent overhaul.

The pilot held a commercial pilot certificate with ratings for airplane single and multiengine land, and instrument airplane. He also held a flight instructor certificate with a rating for airplane single engine. His most recent flight review was completed in August 2013, and his most recent FAA second-class medical certificate was issued in January 2014 with no waivers or limitations. He reported that he had accumulated 720 total hours of flight experience, 285 hours of which were in the accident airplane make and model. Of those flying hours, 150 total hours had been accumulated in the preceding 90 days, 130 hours of which were in the accident airplane make and model.