Rockwell NA-265-65 accident near Flushing, New York, July 12, 1983
On July 12, 1983 at about 8:33 pm local time, a Rockwell NA-265-65, registered N9000F, was substantially damaged in an accident near Flushing, New York (La Guardia airport). It was an executive or corporate flight under general aviation rules (Part 91, subpart F). No one was hurt; 5 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 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
- July 12, 1983 · about 8:33 pm local time
- Place
- Flushing, New York · La Guardia
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell NA-265-65
- Registration
- N9000F · no longer on the register · serial 465-25
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91, subpart F)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS OBSERVED TO LAND FAST & LONG. TIRE MARKS ON THE RWY REVEALED THAT THE ACFT STARTED TO VEER LEFT FROM THE RWY CENTERLINE ABOUT 5,475 FT DOWN THE RWY. AT ABOUT 6,150 FT DOWN THE RWY THE ACFT EXITED THE LEFT SIDE OF THE RWY & COLLIDED WITH A CHAIN LINK FENCE. THE LEFT MAIN WHEEL TIRE MARKS WERE DARKER THAN THE RIGHT. THE ACFT'S ANTI-SKID SYSTEMCHECKED OKAY. WHEN THE ANTI-SKID SYSTEM IS ACTIVELY MODULATING BRAKE PRESSURE, A PLT MUST REDUCE METERED PRESSURE ON THESIDE OPPOSITE TO WHICH THE TURN OR HEADING CORRECTION IS DESIRED. THE SPOILERS WERE STOWED & THE NOSEWHEEL STEERING WAS NOT ENGAGED. AT THE TIME OF THE ACCIDENT THE PIC WAS TAKING MEDICATION TO ARREST HIGH BLOOD PRESSURE.
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: 9,497 hours in all; 3,790 in this make and model; 122 in the last 90 days; 33 in the last 30 days; 6,400 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,324 hours
- Last inspection: approved inspection programme, April 29, 1983; 152 hours since
- Maximum gross weight: 24,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Airesearch TFE-731-3R-1D (turbofan); 0 hours total
- Operator: Ashland Oil, INC.
The flight
- Departed from: I28 Ashland KY at 3:23 am
- Flight plan: IFR
- Runway 22, 7,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 9 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 5,000 ft; not recorded
- Temperature: 97°F (36°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 3:52 pm from LGA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 |
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.