Navion G accident near Brooklyn, New York, August 30, 1997
On August 30, 1997 at about 6:10 pm local time, a Navion G, registered N2362T, was substantially damaged in an accident near Brooklyn, New York (Brooklyn Cgas airport). It was an aerial observation flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight by failing to ensure the fuel selector was properly positioned for takeoff, which resulted in fuel starvation, loss of engine power, and a forced landing after takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 30, 1997 · about 6:10 pm local time
- Place
- Brooklyn, New York · Brooklyn Cgas · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Navion G
- Registration
- N2362T · no longer on the register · serial NAV-4-2362
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, just after becoming airborne, the engine lost power. The pilot landed straight ahead, and the airplane's landing gear struck the top of the airport perimeter fence. The airplane came to rest beyond the fence. Investigation revealed the airplane was equipped with one wing tank of 39 gallons and two tip tanks of 35 gallons each. The tip tanks were placard for 'Level Flight Only.' The fuel selector was a 4-position valve with main tank, left tip, right tip, and off. There was no fuel transfer pump. The main tank was found to be full, and an estimated 5 to 10 gallons was in each tip tank. The fuel system remained intact and no leaks were visible. The pilot reported he had the fuel selector on the 'mains' and did not change it. A check of the fuel system failed to find any discrepancy. The engine was test run after the accident with no discrepancy noted.
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, private
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 4,603 hours in all; 120 in this make and model; 25 in the last 90 days; 6 in the last 30 days; 4,300 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,698 hours
- Last inspection: annual inspection, June 1, 1997; 38 hours since
- Maximum gross weight: 3,315 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-520-B6B (piston); 0 hours total
The flight
- Departed from: NOP at 6:10 pm
- Runway 30, 2,500 ft by 250 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 79°F (26°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 5:51 pm from KJF, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.