Piper PA-28RT-201 accident near Captree Island, New York, April 4, 1983
On April 4, 1983, a Piper PA-28RT-201, registered N8219L, was destroyed in an accident near Captree Island, New York (Republic airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. 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 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
- April 4, 1983
- Place
- Captree Island, New York · Republic · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28RT-201 PA-28RT-20 · all PA-28RT-201s on the register
- Registration
- N8219L · no longer on the register · serial 28R-8018079
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT CONTACTED THE ISLAP WEST ARRIVAL CONTROLLER WITH THE INTENTION OF LANDING AT ISLAP, NY. HOWEVER, ISLAP WAS BELOW MINS, SO THE PLT DIVERTED TOWARD FARMINGDALE, NY & ASKED ABOUT THE WX THERE. THE ISLAP CONTROLLER COORDINATED THE DIVERSION WITH THE FARMINGDALE/REPUBLIC TOWER & TOLD THE PLT TO EXPECT A BACK COURSE ILS APCH TO RWY 32. ALSO, HE TOLD THE PLT TO CHANGE TO NY APCH CONTROL & SAID THEY WOULD HAVE FARMINGDALE'S WX & WOULD PROVIDE VECTORS. THE PLT CONTACTED APCH CONTROL, BUT DID NOT INQUIRE FURTHER ABOUT THE WX, NOR DID APCH CONTROL PROVIDE IT. THE CONTROLLER VECTORED THE PLTTHRU THE LOCALIZER, THEN BACK TO IT. THE PLT WAS CLEARED FOR THE APCH & WAS INSTRUCTED TO CONTACT THE TOWER AT 1 1/2 MI FROM THE FINAL APCH FIX (FAF). HE HAD DIFFICULTY TURNING ONTO THE LOCALIZER & BEGAN A MISSED APCH APRX 2 MI AFTER PASSING THE FAF. HIS INTENTION WAS STILL TO LAND AT FARMINGDALE. HE WAS INSTRUCTED TO CLIMB TO 2000 FT & WAS PROVIDED VECTORS FOR ANOTHER APCH. HOWEVER, HE DID NOT MAINTAIN ALT & SUBSEQUENTLY CRASHED IN A MARSH. NO PREIMPACT FAILURE FND.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 671 hours in all; 13 in the last 90 days; 8 in the last 30 days; 580 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 717 hours
- Last inspection: annual inspection, April 10, 1982; 207 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C6 (piston); 0 hours total
The flight
- Departed from: Hilton Head SC
- Destination: Farmingdale NY
- Flight plan: IFR
- Runway 32, 6,827 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 360° at 10 knots
- Visibility: 1 statute miles
- Sky: overcast at 400 ft; not recorded at 400 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.