Embraer EMB110-P1 accident near Blountville, Tennessee, October 29, 1983
On October 29, 1983 at about 1:29 am local time, a Embraer EMB110-P1, registered N764, was substantially damaged in an accident near Blountville, Tennessee (Tri-City airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 16 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 29, 1983 · about 1:29 am local time
- Place
- Blountville, Tennessee · Tri-City · map
- Type
- Accident
- Injuries
- 16 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer EMB110-P1 · all EMB110-P1s on the register
- Registration
- N764 · registry record · serial 110411
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS LANDED WITH THE LANDING GEAR UP. POST ACCIDENT TESTS OF THE LANDING GEAR EXTENSION SYSTEM SHOWED THAT ALL OPERATIONS WERE NORMAL EXCEPT FOR THE MAIN GEAR DOWN-LOCK INDICATIONS. WHEN THE CREW LOWERED THE GEAR FOR LANDING THE NOSE GEAR AND RIGHT MAIN WERE CONFIRMED DOWN BUT THE CAPTAIN SAID THAT HIS VISUAL INSPECTION FROM THE COCKPIT REVEALED THAT THE LEFT MAIN GEAR DID NOT EXTEND. THERE IS NO INDICATION THAT A FLY-BY FOR A TOWER CHECK WAS DONE OR THAT THE MIG LIGHT IN THE WHEEL WELL WAS USED FOR BETTER NIGHT VISION. THE CREW SAID THE ACFT MANUAL WAS USED FOR ADDITIONAL PROCEDURES TO LOWER THE GEAR. WHEN THE FUEL REMAINING REACHED 100 LBS PER SIDE A DECISION WAS MADE TO LAND WITH THE GEARUP. POST ACCIDENT INSPECTION REVEALED THE LEFT MAIN GEAR LOCK PISTON WAS BINDING THUS PREVENTING A DOWN AND LOCKED INDICATION IN THE COCKPIT.
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
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 6,000 hours in all; 2,200 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,937 hours
- Last inspection: continuous airworthiness programme, October 27, 1983; 4 hours since
- Maximum gross weight: 12,500 lb
- Seats: 21
- Landing gear: retractable
- Engine: P&W PT6A-34 (turboprop); 0 hours total
- Fire on the ground
- Operator: Atlantic Southeast Airlines
The flight
- Departed from: ATL Atlanta GA at 11:55 pm
- Flight plan: IFR
- Runway 22, 6,600 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 1:43 am from TRI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 14 |
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.