Grumman G-44 accident near Pahokee, Florida, July 10, 1989
On July 10, 1989 at about 10:15 pm local time, a Grumman G-44, registered N4453, was substantially damaged in an accident near Pahokee, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S INADVERTENT LOSS OF AIRPLANE CONTROL, WHILE ON THE WATER, WHICH RESULTED IN A SWERVE AND SUBSEQUENT ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 1989 · about 10:15 pm local time
- Place
- Pahokee, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-44 · all G-44s on the register
- Registration
- N4453 · no longer on the register · serial 31
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED THAT HE HAD COMPLETED 2 T.O.& LDGS WHILE KEEPING THE ACFT ON THE STEP. AFTER THE 3RD LDG, WHILE TRANSITIONING FROM STEP TAXI TO PLOW TAXI, THE PLT STATED HE THOUGHT HE STRUCK A 'MUD BANK.' THIS CAUSED THE RT WING TO BE RAISED TO A POINT WHERE THERE WAS INSUFFICIENT AILERON TO KEEP THE LT FLOAT OUT OF THE WATER. HE STATED THE ACFT VEERED LT, THEN FLIPPED UP-SIDE DOWN IN ABOUT 18 INCHES OF WATER, TEARING OFF A SECTION OF THE RT WING. LOCAL LAW PERSONNEL STATED THE WATER IS ABOUT 18 INCHES DEEP IN ALL DIRECTION FOR OVER A MILE FROM THE CRASH SITE AND THERE ARE NO 'MUD BANKS' OR OTHER OBSTRUCTIONS. HE STATED THERE ARE SOME 'HOLES' WHERE THE DEPTH INCREASES, BUT NO SHALLOWER AREAS. THE PLT STATED THERE WERE NO MECHANICAL PROBLEMS WITH THE ACFT PRIOR TO THE ACCIDENT.
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
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,200 hours in all; 40 in this make and model; 80 in the last 90 days; 30 in the last 30 days; 5,688 as pilot in command; 1,000 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 750 hours
- Last inspection: annual inspection, October 21, 1988; 25 hours since
- Maximum gross weight: 4,525 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming R-680-13 (piston); 0 hours total
The flight
- Departed from: 3X1 Delray Beach FL at 9:15 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 110° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 30,000 ft
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from PBI, 37 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.