Great Lakes 2T-1A-2 accident near Pembroke Pines, Florida, May 12, 1983
On May 12, 1983 at about 12:24 pm local time, a Great Lakes 2T-1A-2, registered N3667L, was destroyed in an accident near Pembroke Pines, Florida (North Perry airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. 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
- May 12, 1983 · about 12:24 pm local time
- Place
- Pembroke Pines, Florida · North Perry · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Great Lakes 2T-1A-2 · all 2T-1A-2s on the register
- Registration
- N3667L · no longer on the register · serial 0818
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WITNESSES REPORTED THAT DURING TAKEOFF, THE ENG BEGAN SPUTTERING WHEN THE ACFT WAS CLIMBING THRU ABOUT 50 FT AGL, THEN THE ENG NOISE STOPPED COMPLETELY AS THE ACFT REACHED ABOUT 150 FT AGL. A PUFF OF SMOKE WAS OBSERVED COMING FROM THE ENG AS THE ACFT VEERED TO THE RIGHT & ENTERED A STEEP RIGHT BANK. THE ACFT THEN LOST ALTITUDE RAPIDLY & CRASHED ABOUT 150 FT SOUTH OF THE DEPARTURE END OF RWY 9. AN INVESTIGATION REVEALED THAT THE LEFT FRONT CYLINDER FUEL INJECTOR NOZZLE FLOW WAS ABOUT 40% LESS THAN THE OTHER 3 NOZZLES. A PIECE OF RUBBER TYPE MATERIAL WAS FOUND RESTRICTING THE FUEL FLOW TO THAT NOZZLE. THE MATERIAL WAS IDENTIFIED AS BUTADIENE/ACYLONITRILE, WHICH IS THE SAME MATERIAL THAT WAS USED IN SOME FLEXIBLE FUEL LINES. BOTH PLTS RECEIVED SERIOUS HEAD INJURIES. THE SURVIVING PLT IN THE BACK SEAT COULD NOT REMEMBER THE FLT OR ACCIDENT. SHOULDER HARNESSES WERE AVAILABLE & USED, BUT NEITHER WERE EQUIPPED WITH INERTIA REELS. FLT MANUAL & 14 CFR 23.785 STATES SHOULDER HARNESSES SHOULD BE LOOSE ENOUGH FOR FLT OPS.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,000 hours in all; 1,000 in this make and model; 60 in the last 90 days; 5,700 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 2,181 hours
- Last inspection: 100-hour inspection, August 4, 1982; 131 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360-B1G6 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 9R, 3,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 15 knots
- Visibility: 8 statute miles
- Sky: scat at 3,000 ft
- Temperature: 79°F (26°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 12:37 pm from HWO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.
Other NTSB records under N3667L the same tail number, which may have belonged to a different aircraft at the time
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.