Cessna A152 accident near Moriches, New York, December 2, 1997
On December 2, 1997, a Cessna A152, registered N758YR, was substantially damaged in an accident near Moriches, New York (Brookhaven airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 2, 1997
- Place
- Moriches, New York · Brookhaven · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A152 · all A152s on the register
- Registration
- N758YR · no longer on the register · serial A1521016
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instructor preflighted the airplane and measured the fuel quantity with a calibrated stick, with 8 gallons in one tank, and 7 gallons in the other tank. After takeoff, the airplane had been cruising at 2,700 feet for about 1 hour when the instructor reported that they lost all or most engine power. The engine backfired 4 or 5 times and all attempts to restore engine power were unsuccessful. The instructor performed a forced landing to a parking lot and the airplane's left wing struck a light pole. Examination of the airplane by a Federal Aviation Administration Inspector revealed that one wing fuel tank was ripped open, but neither wing fuel tank contained fuel and there was no odor of fuel on the ground. Refueling records revealed that after the airplane had been refueled to 20 total gallons, it was flown about 8/10 hours before the accident flight. The average fuel consumption of the engine had been 6.8 gallons per hour. According to a carburetor icing probability chart, the conditions at the time of the accident were conducive for 'serious icing at cruise power.'
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 multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,200 hours in all; 26 in this make and model; 110 in the last 90 days; 45 in the last 30 days; 8,000 as pilot in command; 6,300 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,868 hours
- Last inspection: 100-hour inspection
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-N2C (piston); 0 hours total
The flight
- Departed from: FOK Westhampton Bch NY at 10:45 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 330° at 15 knots, gusting 25
- Visibility: 8 statute miles
- Sky: scat at 4,000 ft
- Temperature: 37°F (3°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 11:45 pm from FOK, 9 miles away
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.
Other NTSB records under N758YR the same tail number, which may have belonged to a different aircraft at the time
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.