Champion 7GCBC accident near Farmingdale, New Jersey, July 18, 1996
On July 18, 1996 at about 4:15 pm local time, a Champion 7GCBC, registered N7557F, was destroyed in an accident near Farmingdale, New Jersey (Allair airport). It was a flight of an unrecorded kind 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 pilot's improper handling of the airplane during a banner pickup maneuver, which resulted in a stall/mush and collision with the ground. A factor relating to the accident was: the pilot's lack of experience in the type of operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 1996 · about 4:15 pm local time
- Place
- Farmingdale, New Jersey · Allair
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Champion 7GCBC · all 7GCBCs on the register
- Registration
- N7557F · no longer on the register · serial 225-70
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of a Champion 7GCBC (Citabria) departed for a banner pickup. He was observed to miss on his first attempted pickup, and he maneuvered the airplane back for another pickup maneuver. At about the time of the pickup, the pilot of another airplane had just turned from crosswind to downwind. The pilot of the other airplane said that he looked and saw the Citabria impact the ground in a nose down and right wing low attitude. The airplane was found with the tow rope still attached, but the banner had never moved. The fuselage was crushed and the wings were bend down so that both wing tips touched the ground. Fuel was found in the fuel tanks and in a line leading to the engine. There was no evidence of a preimpact mechanical failure or malfunction of the airplane. The pilot had recently qualified as a banner tow pilot. Since becoming qualified, he had completed 12 banner pickups. His total flight time was 445 hours.
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: single-engine land; instrument: airplane
- Flight time: 445 hours in all; 37 in this make and model; 49 in the last 90 days; 41 in the last 30 days; 400 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 3,772 hours
- Last inspection: annual inspection, April 20, 1996; 58 hours since
- Maximum gross weight: 1,650 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: BLM at 4:10 pm
- Flight plan: not recorded
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 4:51 pm from EWR, 27 miles away
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.