Amateur-built BREEZY CG-1 accident near Horseheads, New York, April 6, 1990
On April 6, 1990 at about 6:45 pm local time, a amateur-built BREEZY CG-1, registered N68CG, was destroyed in an accident near Horseheads, New York (Elmira/Corning Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF AIRCRAFT CONTROL DURING HIGH SPEED TAXI FOR AN UNKNOWN REASON.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 6, 1990 · about 6:45 pm local time · cases in 1990
- Place
- Horseheads, New York · Elmira/Corning Regional · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built BREEZY CG-1 BREEZY CG-
- Registration
- N68CG · registry record · serial CG-1
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT WAS PERFORMING A HIGH SPEED TAXI TEST AFTER THE HOMEBUILT ACFT WAS ASSEMBLED. WITNESSES STATED THE ACFT LIFTED OFF, THEN PITCHED UP 'IN A NEAR VERTICAL ATTITUDE . . . NOSED OVER AND STRUCK THE GROUND. . .' A POST-ACDNT INVESTIGATION REVEALED THAT ALL CONTROL SURFACES WERE INTACT. THE DOWN ELEVATOR CABLE WAS FOUND TO HAVE FAILED DURING THE OCCURRENCE; HOWEVER, A METALLURGICAL EXAM OF THE FRACTURE SURFACES REVEALED EVIDENCE OF OVERSTRESS (OVERLOAD) FAILURE. IMPACT DAMAGE OF THE AIRFRAME OCCURRED IN THE AREA WHERE THE DOWN ELEVATOR CABLE HAD FAILED. NO REASON WAS FOUND FOR THE CABLE TO HAVE BEEN OVERLOADED, EXCEPT FOR IMPACT STRESSES.
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: airplane single-engine; instrument: airplane
- Flight time: 9,600 hours in all; 200 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 502 hours
- Last inspection: annual inspection, March 19, 1990; 1 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-G (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 12 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 6,500 ft; not recorded
- Temperature: 41°F (5°C), dew point 16°F (-9°C)
- Altimeter: 29.00 inHg
- Observation at 10:52 pm from ELM
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.
Connections how this case links to the rest of the register
- N68CG on the register today · the tail number may have moved to another aircraft since
- Engine: Lycoming O-290-G 16 aircraft carry this series today · as the NTSB recorded it
- Elmira/Corning Regional · nearest airport
- Accidents and incidents in New York 1,964 since 1982 · 249 in the last ten years
- New York 6,659 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/NYC90DFJ02.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.