Amateur-built DHC-6-100 incident near Jamaica, New York, February 12, 1982
On February 12, 1982 at about 2:37 pm local time, a amateur-built DHC-6-100, registered N80701, was involved in an incident near Jamaica, New York. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 7 people were on board or involved. 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 incident. 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
- February 12, 1982 · about 2:37 pm local time
- Place
- Jamaica, New York · map
- Type
- Incident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DHC-6-100
- Registration
- N80701 · no longer on the register · serial 112
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
DURING CRUISE FLIGHT, THE AIRCRAFT EXPERIENCED A POWER FAILURE AND FIRE IN THE LEFT ENGINE. THE CREW SECURED THE ENGINE AND DISCHARGED THE FIRE EXTINGUISHER WITHOUT EFFECT ON THE FIRE. DURING DESCENT TO JFK INTERNATIONAL THE FIRE EXTINGUISHED ITSELF. A NORMAL SINGLE ENGINE LANDING WAS MADE AND THE PASSENGERS DEPLANED WITHOUT INJURY. INVESTIGATION REVEALED THAT A COMPRESSOR TURBINE BLADE HAD FAILED IN FATIGUE DAMAGING POWER TURBINE BLADES, THE POWER TURBINE VANE RING AND THE COMPRESSOR TURBINE VANE RING. IN ADDITION THE PROPELLER REDUCTION GEARBOX WAS DAMAGED. THE ORIGIN AND NATURE OF THE FATIGUE IN THE TURBINE BLADE WAS NOT DETERMINED. IT WAS DETERMINED THAT THE FAILED BLADE WAS INSTALLED AT OVERHAUL, ABOUT 843 HOURS BEFORE THE INCIDENT.
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; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,500 hours in all; 10 in this make and model; 200 in the last 90 days; 65 in the last 30 days; 6,300 as pilot in command; 3,500 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 9,498 hours
- Last inspection: inspection type not recorded; 75 hours since
- Maximum gross weight: 11,579 lb
- Seats: 20
- Landing gear: fixed
- Engine: P&W PT6A-20 (turboprop); 0 hours total
- Operator: Newair Flight, INC.
The flight
- Departed from: PHL Philadephia PA at 9:00 am
- Destination: JFK New York NY
- Flight plan: VFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 14 knots
- Visibility: 15 statute miles
- Sky: not recorded; clear
- Temperature: 100°F (38°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 9:00 am from JFK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 4 |
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.