Schweizer SA 2-37A accident near Green Cove Sprg, Florida, February 19, 1998
On February 19, 1998 at about 6:47 pm local time, a Schweizer SA 2-37A, registered N61474, was destroyed in an accident near Green Cove Sprg, Florida (Reynolds Airpark airport). It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of engine power for undetermined reason(s); and failure of the pilot to maintain adequate airspeed, while maneuvering the airplane for a forced landing, which resulted in an inadvertent stall, uncontrolled descent, and collision with a house boat (residence).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 19, 1998 · about 6:47 pm local time
- Place
- Green Cove Sprg, Florida · Reynolds Airpark · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer SA 2-37A
- Registration
- N61474 · registry record · serial 0011
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After 2 successful landings during a familiarization flight, the pilots took off from runway 5 for continued closed pattern work. Witnesses stated that they observed the airplane in a climb attitude about 200 to 300 feet agl. They said they heard the engine noise decrease, as if it was powered back. Witnesses stated that the airplane's nose was lowered slightly, and the airplane began a left turn back toward the Airpark. They stated the airplane's bank angle increased to between 60 and 70 degrees, and the nose dropped as if the airplane had stalled. The airplane impacted nose down into a docked, unoccupied house boat. Examination of the airframe and engine revealed no preexisting deficiencies. The pilot operating handbook stated in part: 'Avoid attempting to accelerate, then turn back to the runway or to another landing area by over-banking or skidding the aircraft. Stall speed increases significantly with increased angle of bank, and stall characteristics are aggravated by a skidded turn.'
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: helicopter; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,459 hours in all; 1,111 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 34 hours
- Last inspection: continuous airworthiness programme, January 21, 1998; 19 hours since
- Maximum gross weight: 4,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming TIO-540-X136 (piston); 0 hours total
- Fire on the ground
- Operator: Pegasus Technologies, INC
The flight
- Departed from: 41J at 6:30 pm
- Flight plan: none
- Runway 5, 4,800 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,000 ft; not recorded
- Temperature: 79°F (26°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 6:56 pm from JAX, 20 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.