Fokker F27-100 accident near Jamaica, New York, January 13, 1984
On January 13, 1984 at about 7:42 pm local time, a Fokker F27-100, registered N148PM, was substantially damaged in an accident near Jamaica, New York (Kennedy airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 1 person was seriously injured and 14 people had minor injuries; 9 others were unhurt. 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
- January 13, 1984 · about 7:42 pm local time
- Place
- Jamaica, New York · Kennedy
- Type
- Accident
- Injuries
- 1 person was seriously injured and 14 people had minor injuries; 9 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Fokker F27-100
- Registration
- N148PM · no longer on the register · serial 10108
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
DURING THE PREVIOUS FLT, THE ACFT ENCOUNTERED LIGHT ICING CONDITIONS WHILE CRUSING AT 4000 FT. THE CAPT STATED THAT THE ICE DISAPPEARED FROM THE ACFT'S STRUCTURE IN THE COURSE OF ITS DESCENT AT 3000 FT & HE DID NOT USE WING DE-ICING OR THE ENG COWLING DE-ICE/ANTI-ICE SYS. THE ACFT ARRIVED AT JFK INTL ARPT AT 1346 EST. DURING A PREFLT FOR THE NEXT FLT, THE CAPT NOTED WHAT HE DESCRIBED AS A WHITE LINE OF ICE ON THE LEADING EDGES OF BOTH WINGS, APRX 1-1/2' WIDE & LESS THAN 1/16' THICK. HE DID NOT GET A LADDER TO CHECK THE ENG INLETS. FOR TAKEOFF AT 1442, THE ENG DE-ICE/ANTI-ICE SYS WAS TURNED ON; HOWEVER,IT WOULD NOT HAVE ACTIVATED UNTIL THE WT WAS OFF THE GEAR. DURING GEAR RETRACTION, THE L ENG LOST PWRWHICH WAS FOLLOWED BY A R ENG PWR LOSS. SUBSEQUENTLY, THE ACFT WAS LANDED ON THE RWY WITH THE GEAR IN TRANSIT TO THE DOWN POSITION. THE ACFT THEN SLID OFF THE RWY & INTO SNOW. THERE WAS EVIDENCE THAT BOTH ENGS HAD LOST PWR DUE TO INJESTION OF ICE THAT HAD ACCUMULATED DURING THE PREVIOUS FLT.
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; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,011 hours in all; 799 in this make and model; 250 in the last 90 days; 80 in the last 30 days; 6,050 as pilot in command; 133 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 42,040 hours
- Last inspection: continuous airworthiness programme, January 7, 1984; 44 hours since
- Maximum gross weight: 40,800 lb
- Seats: 44
- Landing gear: retractable
- Engine: Rolls-Royce DART 514-7 (turboprop); 0 hours total
The flight
- Destination: WYOE Ottana
- Flight plan: IFR
- Runway 4L, 11,351 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 14 knots
- Visibility: 7 statute miles
- Sky: overcast at 1,900 ft; not recorded at 1,900 ft
- Temperature: 27°F (-3°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | 1 | |
| Passengers | 13 | 8 |
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.