Cessna 425 accident near Newburgh, New York, December 12, 1983
On December 12, 1983 at about 11:56 pm local time, a Cessna 425, registered N6774R, was destroyed in an accident near Newburgh, New York (Stewart airport). It was a business flight under general aviation rules (Part 91). 1 person was 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
- December 12, 1983 · about 11:56 pm local time
- Place
- Newburgh, New York · Stewart · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 425 · all 425s on the register
- Registration
- N6774R · no longer on the register · serial 425-0045
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING ARRIVAL, THERE WERE INDEFINITE DELAYS AT WHITE PLAINS, NY, SO THE PLT DIVERTED TO NEWBURGH, NY. HE WAS VECTORED FOR AN ILS RWY 9 APCH. WHILE EN ROUTE, THE PLT REQUESTED & WAS GIVEN THE ILS FREQ, MINS FOR THE APCH, THE ARPT ELEVATION(491 FT MSL), THE NEWBURGH WX & THE FREQ FOR THE OUTER COMPASS LOCATOR (EVEN THO, CURRENT APCH CHARTS WERE ON BOARD). HE WAS CLEARED FOR THE APCH, BUT THE ACFT HIT TREES & CRASHED, 2.58 MI WEST OF RWY 9. ELEVATION OF THE CRASH SITE WAS ABOUT 580 FT. THE MIN DSCNT ALT (MDA) FOR THE APCH WAS 682 FT. AN EXAM OF THE WRECKAGE REVEALED NO PREIMPACT PART MALFUNCTION OR FAILURE. THE PLT WAS REQUIRED TO WEAR LENSES TO CORRECT HIS VISION. THE AREA FORCAST CALLED FOR ICING, TURBULENCE, LOW LEVEL WIND SHEAR, LOW CEILINGS, RAIN, DRIZZLE, FOG & A CHANCE OF LIGHT FREEZING RAIN/DRIZZLE. REPORTEDLYTHE PLT RECEIVED A FULL WX BRIEFING, BUT WAS NOT BRIEFED ON SIGMETS JULIETT 7 & LIMA 4 WHICH CALLED FOR MODERATE TO SEVERE TURBULENCE & LOW LEVEL WIND SHEAR AND OCCASIONAL MODERATE TO SEVERE MIXED/CLEAR ICG IN CLDS & PRECIP BLO 8000 FT.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,636 hours in all; 26 in this make and model; 113 in the last 90 days; 36 in the last 30 days; 7,241 as pilot in command; 385 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 291 hours
- Last inspection: continuous airworthiness programme, November 10, 1983; 28 hours since
- Maximum gross weight: 8,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: P&W PT6A-112 (turboprop); 0 hours total
The flight
- Departed from: ICT Wichita KS at 7:23 pm
- Destination: HPN White Plains NY
- Flight plan: IFR
- Runway 9, 11,818 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 340° at 6 knots
- Visibility: 3 statute miles
- Sky: broken clouds at 800 ft
- Temperature: 41°F (5°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.