Cessna 175B accident near Farmingdale, New York, May 15, 1998
On May 15, 1998 at about 4:58 pm local time, a Cessna 175B, registered N7SB, was destroyed in an accident near Farmingdale, New York (Republic airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The engine's inability to provide full power, and the pilot's failure to use performance data. Factors in the accident were conditions conductive for carburetor icing at reduced power, and the unsuitable terrain during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 1998 · about 4:58 pm local time
- Place
- Farmingdale, New York · Republic · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 175B · all 175Bs on the register
- Registration
- N7SB · registry record · serial 17556947
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he made a normal, flaps-up takeoff with full throttle. The point on the runway where he became airborne was about 2,800 feet from where the initial takeoff roll began. The pilot stated he climbed out at 90 to 100 mph, and 2,400 to 2,500 rpm. He said that the rpm dropped to 2,100, and then to 1,900. The pilot then performed a forced landing to a building roof top. According to the owner's manual, the calculated takeoff distance was less than 700 feet. Certification data revealed that at 90 to 100 mph, the geared engine should have produced about 2,900 to 3,000 rpm. A carburetor icing probability chart showed that for the ambient conditions, and with less than full power, moderate icing could result. A manufacturer's service instruction stated that 'the possibility of throttle icing at wide throttle openings is very remote, so remote in fact, that it can be disregarded.'
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,641 hours in all; 600 in this make and model; 72 in the last 90 days; 44 in the last 30 days; 1,590 as pilot in command; 302 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,468 hours
- Last inspection: annual inspection, December 18, 1997; 20 hours since
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental GO-300 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: FRG Farmingdale NY at 4:50 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 190° at 10 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 4:45 pm from FRG, 2 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.
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.