Boeing DHC-8-102 accident near Islip, New York, September 28, 1998
On September 28, 1998 at about 1:04 am local time, a Boeing DHC-8-102, registered N810EX, suffered minor damage in an accident near Islip, New York (Long Island Macarthur airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 1 person was seriously injured and 1 person had minor injuries; 24 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Clear air turbulence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 28, 1998 · about 1:04 am local time
- Place
- Islip, New York · Long Island Macarthur · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries; 24 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing DHC-8-102
- Registration
- N810EX · no longer on the register · serial 308
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The airplane was being vectored for a night instrument approach in visual meteorological conditions when it encountered severe turbulence. There were no other aircraft in the area when the turbulence occurred. The weather radar showed some thunderstorms to the north of the flight, but the ride had been smooth prior to the turbulence event. The airplane's flight data recorder revealed a gradual increase in vertical accelerations during a 15 second period. During the next 15 seconds, there were a series of jolts, with four vertical accelerations measuring approximately 2.0 positive g's, while three registered 0.5 negative g's. Vertical accelerations continued over the next 75 seconds, with eight exceeding 1.5 positive g's, and two registering about 0.0 g. Lateral and longitudinal accelerations were also noted, and corresponded in time with the vertical accelerations.
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, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,000 hours in all; 2,000 in this make and model; 202 in the last 90 days; 76 in the last 30 days; 4,300 as pilot in command; 500 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 17,176 hours
- Last inspection: continuous airworthiness programme, July 4, 1998; 342 hours since
- Maximum gross weight: 34,800 lb
- Seats: 39
- Landing gear: retractable
- Engine: P&W PW120A (turboprop); 0 hours total
The flight
- Departed from: PHL Philadelphia PA at 1:06 am
- Destination: ISP
- Flight plan: IFR
- Runway 24, 7,002 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 280° at 4 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 10,000 ft; not recorded
- Temperature: 75°F (24°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 2 | ||
| Passengers | 1 | 22 |
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.