Nord Aviation 262A-12 incident near Flushing, New York, March 11, 1982
On March 11, 1982 at about 11:38 pm local time, a Nord Aviation 262A-12, registered N26210, suffered minor damage in an incident near Flushing, New York (Laguardia (R/W 22) airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 30 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
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
- March 11, 1982 · about 11:38 pm local time
- Place
- Flushing, New York · Laguardia (R/W 22) · map
- Type
- Incident
- Injuries
- No one was hurt; 30 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Nord Aviation 262A-12
- Registration
- N26210 · registry record · serial 16
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
WHILE CLIMBING THROUGH 7000 FT, THE AIRCRAFT BEGAN TO SHAKE VIOLENTLY. THE FIRST OFFICER CONFIRMED THAT THE SOURCE OF VIBRATION WAS THE RIGHT ENGINE. AN UNSUCCESSFUL ATTEMPT WAS MADE TO FEATHER THE PROP AFTER THE RT ENGINE WAS SHUT DOWN. THE AIRCRAFT CONTINUED TO VIBRATE SO THE CREW DECLARED AN EMERGENCY AND LANDED AT LAGUARDIA AIRPORT. THE NO. 2 PROP BLADE ON THE RT PROP HAD FAILED IN FATIGUE AND SEPARATED ABOUT 14 INCHES OUTBOARD OF THE HUB. THE FATIGUE CRACK INITIATED FROM AN AREA OF PITTING CORROSION THAT WAS COVERED BY THE ELECTRICAL DEICING BOOT. EXAMINATION OF THE BOOT AT THE FATIGUE ORIGIN OF THE BLADE DISCLOSED LOCALIZED OVERHEATING HAD OCCURRED WHICH DETERIORATED THE BOOT. THIS WAS IN THE AREA WHERE THE HEATING ELEMENT JOINS A BRAIDED WIRE BUNDLE. TOTAL TIME ON THE PROP WAS 1435 HOURS.
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; instrument: airplane
- Flight time: 5,200 hours in all; 3,795 in this make and model; 186 in the last 90 days; 55 in the last 30 days; 3,745 as pilot in command; 900 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 24,047 hours
- Last inspection: inspection type not recorded; 57 hours since
- Maximum gross weight: 23,370 lb
- Seats: 27
- Landing gear: retractable
- Engine: Turbomeca BASTAN, VI CI (turboprop); 0 hours total
- Operator: Ransome Airlines, INC
The flight
- Departed from: Newark NJ at 6:00 pm
- Destination: Providence RI
- Flight plan: IFR
- Runway 22, 7,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 090° at 13 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 700 ft; not recorded
- Temperature: 118°F (48°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 6:00 pm from LGA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 27 |
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.