Cessna TU-206G accident near Block Island, Rhode Island, June 26, 1983
On June 26, 1983 at about 7:00 pm local time, a Cessna TU-206G, registered N9858Z, was substantially damaged in an accident near Block Island, Rhode Island (Block Island airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. 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
- June 26, 1983 · about 7:00 pm local time
- Place
- Block Island, Rhode Island · Block Island
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TU-206G · all TU-206Gs on the register
- Registration
- N9858Z · no longer on the register · serial U20606705
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLOAT ACFT NOSED OVER DURING TAXI FOR TAKEOFF. THE PILOT HAD PICKED UP THIS ACFT 2 DAYS BEFORE IN FARMINGDALE NY WHERE A SET OF FLOATS HAD BEEN INSTALLED. HE FLEW TO BLOCK ISLAND TO PICK UP 4 PASSENGERS AND BAGGAGE. DURING DOWNWIND TAXI FOR TAKEOFF POSITION THE ACFT WAS TAKING WATER OVER THE FRONT OF THE FLOATS. DURING TAKEOFF RUN THE PILOT SAID THE ACFT FELT HEAVY SO HE ABORTED. ONE PASSENGER AND ALL BAGGAGE WAS TAKEN OFF FOR A 2ND TAKEOFF ATTEMPT WHICH HAD SIMILIAR RESULTS. A 2ND PASSENGER WAS DEPLANED AND THE ACFT SEEMED TO BE FLOATING BETTER. DURING TAXI AT 5 TO 10 KTS WITH A 5 TO 8 KT TAILWIND THE FLOATS STARTED TO GO UNDER AND BEFORE THE PILOT COULD STOP THE ACFT THE FLOATS TUCKED UNDER AND THE ACFT NOSED OVER. ALL 3 OCCUPANTS EVACUATED WITH NO INJURIES BEFORE THE ACFT SANK.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 15,400 hours in all; 253 in this make and model; 15 in the last 90 days; 14,600 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16 hours
- Last inspection: annual inspection, June 3, 1983; 16 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental TSIO-520-M (piston); 0 hours total
The flight
- Departed from: Manhasset Bay NY at 4:30 pm
- Destination: Great Salt Pond RI
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 5 knots, gusting 7
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.