Boeing A75N1 (PT17) accident near West Milford, New Jersey, July 15, 1998
On July 15, 1998 at about 10:31 pm local time, a Boeing A75N1 (PT17), registered N60019, was substantially damaged in an accident near West Milford, New Jersey (Greenwood Lake airport). It was a personal 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
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 15, 1998 · about 10:31 pm local time
- Place
- West Milford, New Jersey · Greenwood Lake
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing A75N1 (PT17) A75N1 (PT1 · all A75N1 (PT17)s on the register
- Registration
- N60019 · no longer on the register · serial 75-4413
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine run-up check, takeoff, climb, and en route phase of the flight were normal. The airplane entered the downwind for a touch and go landing, and the pilot selected carburetor heat-on. The airplane touched down, and the pilot added full throttle, and selected carburetor heat-off. About 50 feet agl, the pilot realized the engine was not producing full power. He did not notice any backfiring, smoke, or unusual vibration from the engine, just a lack of power. With insufficient runway remaining, he made a turn to the west to avoid a cliff on the departure end of the runway. The airplane settled into the trees, and the two occupants egressed the airplane. While attached to the airframe the engine was run through its full operating range, and no pre impacted failures were identified. The engine primer was found unlocked and out 1/4 of an inch. According to the Icing Probability Chart in, 'Tips On Winter Flying,' the accident weather conditions were conducive for serious icing with glide power. In addition, the publication stated that, 'It is recommended that carburetor heat be applied before reducing power and that partial power be used during letdown to prevent icing, and overcooling the engine.'
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; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,900 hours in all; 400 in this make and model; 36 in the last 90 days; 17 in the last 30 days; 77 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 4,960 hours
- Last inspection: annual inspection, April 15, 1998; 3 hours since
- Maximum gross weight: 2,721 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming R-680-13 (piston); 0 hours total
The flight
- Departed from: 4N1 at 10:10 pm
- Destination: N07 Lincoln Park NJ
- Flight plan: none
- Runway 24, 4,000 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 12,000 ft; scat at 6,000 ft
- Temperature: 84°F (29°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 10:51 pm from TEB, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.