Cessna 172N accident near Sussex, New Jersey, August 29, 1999
On August 29, 1999 at about 10:50 pm local time, a Cessna 172N, registered N737CJ, was substantially damaged in an accident near Sussex, New Jersey (Sussex airport). It was an instructional flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper decision to takeoff with a tailwind. Factor's in this accident were the tailwind condition and pressure to depart caused by other airplanes performing successful downwind departures.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 29, 1999 · about 10:50 pm local time
- Place
- Sussex, New Jersey · Sussex
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N737CJ · no longer on the register · serial 17269311
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At the conclusion of an airshow held at an uncontrolled airport, pilots reported that someone over the Unicom frequency directed airplanes to depart Runway 21. While waiting for takeoff from Runway 21, several pilots stated that the windsock indicated a direct tailwind. Witnesses observed departing airplanes 'struggling' to climb and coming 'really close' to trees located off the departure end of the runway. The accident airplane departed Runway 21 and impacted the trees located off the departure end of the runway. The airplane then pitched down and impacted in a field. Winds reported at an airport about 38 miles southeast of the accident site were from 340 degrees at 10 knots with 19 knot gusts, and witnesses stated the wind was blowing 'straight down,' and favoring Runway 3.
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: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,244 hours in all; 30 in the last 90 days; 16 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,647 hours
- Last inspection: annual inspection, August 2, 2000; 20 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
- Operator: Air Transport, INC.
The flight
- Departed from: FWN at 10:50 pm
- Destination: FRG Farmingdale NY
- Flight plan: none
- Runway 21, 3,499 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 10 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
- Observation at 10:51 pm from TEB, 38 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.