Grumman G-73T incident near Watson Island, Florida, June 11, 2000
On June 11, 2000 at about 3:30 pm local time, a Grumman G-73T, registered N142PA, suffered minor damage in an incident near Watson Island, Florida. It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 17 people were on board or involved. The weather was conditions the NTSB did not record.
The NTSB's probable cause their words, unchanged
the overload separations of the control yoke on the captain's side.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 2000 · about 3:30 pm local time
- Place
- Watson Island, Florida
- Type
- Incident
- Injuries
- No one was hurt; 17 people were on board or involved.
- Weather
- conditions the NTSB did not record
- Aircraft
- Grumman G-73T · all G-73Ts on the register
- Registration
- N142PA · registry record · serial J42
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
After landing, the pilot stayed on the step, and water taxied. The pilot had the control yoke up to his chest, and the captain's side control separated from the vertical column. Examination of the surface control column assembly, fitting P/N 112703, revealed that the fracture surface showed no evidence of preexisting fracture areas on any of the four fracture regions. All fractures were typical of overstress separations.
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, commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,533 hours in all; 890 in this make and model; 265 in the last 90 days; 90 in the last 30 days; 4,010 as pilot in command; 1,718 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 28,180 hours
- Last inspection: approved inspection programme, April 26, 2000; 150 hours since
- Maximum gross weight: 14,000 lb
- Seats: 19
- Landing gear: fixed
- Engine: P&W PT6A-34 (turboprop); 0 hours total
The flight
- Departed from: NSB Bimini OF
- Destination: MPB
- Flight plan: VFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 3:26 pm from MIA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 15 |
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.
Other NTSB records under N142PA the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number MIA00IA186.