Beech B95 accident near Farmingdale, New York, May 26, 1982
On May 26, 1982, a Beech B95, registered N528R, was substantially damaged in an accident near Farmingdale, New York (Republic airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 26, 1982
- Place
- Farmingdale, New York · Republic · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech B95 · all B95s on the register
- Registration
- N528R · registry record · serial TD-352
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER BEING NEWLY PAINTED AT PROSPECTVILLE, PA, THE PLANE WAS BEING FLOWN TO FARMINGDALE, NY WHERE THE PILOT RECEIVED A SPECIAL VFR CLEARANCE. ACCORDING TO THE PILOT, THE GEAR WAS LOWERED ON THE DOWNWIND LEG FOR RUNWAY 19, BUT AN ABNORMAL NOISE WAS HEARD AND NO SAFE INDICATION WAS OBSERVED. HE STATED THAT AFTER CYCLING THE GEAR, NORMAL INDICATIONS WERE RECEIVED ON BOTH, THE LIGHTS AND THE MECHANICAL INDICATORS. AFTER TURNING TO FINAL APPROACH, A 360 DEGREE TURN WAS MADE TO LOSE ALTITUDE, THEN THE LANDING WAS CONTINUED. A WITNESS OBSERVED THE AIRCRAFT ON FINAL AND DURING LANDING WITH THE GEAR RETRACTED. INVESTIGATORS FOUND THE LANDING GEAR HANDLE IN THE DOWN POSITION, THE MECHANICAL INDICATOR IN THE UP POSITION, AND THE LANDING GEAR RELAY CIRCUIT BREAKER OUT. WHEN THE BATTERY WAS FIRST TURNED ON TO CHECK THE SYSTEM, AN ODOR FROM AN ELECTRICAL COMPONENT WAS NOTED AND THE RELAY BREAKER WAS PULLED. HOWEVER, AFTER THAT, BOTH THE EMERGENCY AND NORMAL GEAR SYSTEMS WERE CHECKED, NO DISCREPANCIES WERE FOUND.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,248 hours in all; 384 in this make and model; 5 in the last 90 days; 1,108 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 4,100 hours
- Last inspection: inspection type not recorded; 18 hours since
- Maximum gross weight: 4,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming O-360-AIA (piston); 0 hours total
The flight
- Departed from: N34 Prospectville PA at 8:06 pm
- Destination: Williams CA
- Flight plan: none
- Runway 19, 5,516 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 140° at 6 knots
- Sky: not recorded; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.