Cessna 182 accident near East Moriches, New York, February 1, 1998
On February 1, 1998 at about 9:15 pm local time, a Cessna 182, registered N7275E, was substantially damaged in an accident near East Moriches, New York (Spadaro airport). It was a flight of an unrecorded kind 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 improper planning/decision, and failure to attain rotation the airplane for lift-off, which led to an aborted takeoff and collision with a fence. The proximity of the fence was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 1, 1998 · about 9:15 pm local time
- Place
- East Moriches, New York · Spadaro · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 · all 182s on the register
- Registration
- N7275E · no longer on the register · serial 52275
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After three uneventful parachute drop flights with three or four jumpers each, the pilot landed and picked up two jumpers. During the next takeoff roll, the pilot aborted the takeoff and was unable to stop the airplane before it struck a fence at the end of the 2,200 foot asphalt runway. The pilot stated 'everything was normal, except the plane didn't lift off.' He also stated, the airplane was trimmed to 'lift up on it's own' at about 65 MPH, and he aborted the takeoff at about 65 MPH. The pilot used the same elevator trim setting for every takeoff, regardless of how many jumpers were in the airplane. Examination of the airplane did not reveal any mechanical malfunctions of the airframe or engine. The airplane's elevator trim was found in a neutral position. A weight and balance calculation was performed for the accident flight and for a departure with four jumpers. The center of gravity (CG) for the accident flight was about 21.4 inches forward of where the CG would have been located for a parachute drop flight with four jumpers. The CG for the accident flight was 101 inches; the airplane's certificated CG range was from 95 to 113 inches.
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: single-engine land
- Flight time: 290 hours in all; 220 in this make and model; 15 in the last 90 days; 9 in the last 30 days; 257 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,140 hours
- Last inspection: annual inspection, April 5, 1997; 245 hours since
- Maximum gross weight: 2,650 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: 1N2 at 9:10 pm
- Flight plan: none
- Runway 18, 2,200 ft by 20 ft
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 7:45 pm from FOK, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.