Douglas DC-8-63F accident near Norfolk, Virginia, October 25, 1983
On October 25, 1983 at about 1:09 pm local time, a Douglas DC-8-63F, registered N797FT, was destroyed in an accident near Norfolk, Virginia (Nas Norfolk airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 7 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
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 25, 1983 · about 1:09 pm local time
- Place
- Norfolk, Virginia · Nas Norfolk · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Douglas DC-8-63F · all DC-8-63Fs on the register
- Registration
- N797FT · no longer on the register · serial 46140
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING ARRIVAL AT NAS NORFOLK, THE AIRCREW WERE VECTORED FOR A GCA APCH TO RWY 10. THEY WERE ADVISED THAT THE WX WAS 200 FT SCATTERED, 600 FT OVERCAST, VISIBILITY 1 MI WITH RAIN, WIND WAS FROM 360 DEG AT 20 KTS. ALSO, THEY WERE GIVEN A PIREP OF 'HEAVY WINDSHEAR' ON FINAL APCH. THE CAPTAIN REPORTED THAT THE ACFT TOUCHED DOWN WITHIN THE 1ST 3000 FT OF THE RWY, DEPLOYED THE SPOILERS & APPLIED REVERSE THRUST & MAX BRAKING. HOWEVER, HE NEVER HAD EFFECTIVE BRAKING. THE ACFT DRIFTED RIGHT & WENT OFF THE RWY, BUT THE CAPTAIN GUIDED IT BACK ONTO THE RWY. IT THEN CONTINUED OFF THE END, CROSSED A ROAD, WENT THRU A FENCE & CAME TO REST IN A SWAMP. AIRFIELD PERSONNEL SAID THERE HAD BEEN HEAVY RAIN & THERE WAS WATER STANDING ON THE RWY. REPORTEDLY THE RWY WAS CROWNED FOR DRAINAGE, BUT IN SOME WIND CONDITONS, THE WATER WOULD REMAIN ON THE RWY SURFACE. THE FINAL CONTROLLER WAS NOT AWARE OF WATER STANDING ON THE RWY.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,804 hours in all; 6,346 in this make and model; 16 in the last 30 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 358,000 lb
- Landing gear: retractable
- Engine: P&W JT3D-7 (turbofan); 0 hours total
- Operator: Flying Tigers, INC
The flight
- Departed from: JKR New York NY
- Flight plan: IFR
- Runway 10, 8,368 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 020° at 18 knots, gusting 27
- Visibility: 1 statute miles
- Sky: broken clouds at 600 ft; scat at 200 ft
- Temperature: 57°F (14°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 12:55 pm from NGU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| 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.