Cessna 172E accident near Islip, New York, November 13, 2003
On November 13, 2003 at about 1:25 pm local time, a Cessna 172E, registered N5329T, was substantially damaged in an accident near Islip, New York (Long Island Mac Arthur airport). It was a flight test under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control, which resulted in a nose over. A factor in this accident was the gusty wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 2003 · about 1:25 pm local time
- Place
- Islip, New York · Long Island Mac Arthur · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172E · all 172Es on the register
- Registration
- N5329T · registry record · serial 17251229
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot, who was also an airframe and powerplant mechanic, stated that an annual inspection had just been completed on the airplane, which included an engine change. He checked the automated terminal information service weather, which reported winds from 280 degrees at 20 knots. He then received a clearance to taxi to runway 28, with the intention of conducting an engine run-up and a possible test flight. The pilot was approaching the end of runway 15R, when he applied brakes. As the airplane came to a stop, a gust of wind began to raise the tail, and the airplane nosed over. The pilot reported 1,859 hours of total flight experience, which included 800 hours in the same make and model of the accident airplane. Winds reported at the airport about a half-hour prior to the accident, were from 280 degrees at 26 knots, with 37 knot gusts. Winds reported about a half-hour after the accident, were from 280 degrees at 24 knots, with 33 knot gusts.
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, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,859 hours in all; 800 in this make and model; 1,500 as pilot in command
- Last flight review: July 15, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,910 hours
- Last inspection: annual inspection, November 12, 2003; 0 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: ISP Islip NY
- Flight plan: none
- Runway 28, 5,036 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 24 knots, gusting 33
- Visibility: 10 statute miles
- Sky: scat at 10,000 ft
- Temperature: 50°F (10°C), dew point 27°F (-3°C)
- Altimeter: 29.37 inHg
- Observation at 1:56 pm from ISP
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.