Cessna 337D accident near Lapeer, New York, September 19, 1986
On September 19, 1986 at about 5:13 am local time, a Cessna 337D, registered N2680S, was destroyed in an accident near Lapeer, New York (Edwin A. Link Fld. Broome 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
- September 19, 1986 · about 5:13 am local time
- Place
- Lapeer, New York · Edwin A. Link Fld. Broome · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 337D · all 337Ds on the register
- Registration
- N2680S · no longer on the register · serial 337-0980
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT COLLIDED WITH THE TERRAIN DURING THE PLTS ATTEMPT TO COMPLETE A NIGHT X-COUNTRY IN IMC WX CONDITIONS. THE FLT HAD PROGRESSED APRX 4 HRS & 34 MIN FROM SC TO NY PRIOR TO THE CRASH. THE PLT WAS NOT CURRENTLY RATED TO FLY IFR. THE PLT REPORTED BY RADIO TO SYRACUSE APPRCH CONTROL THAT HE LOST AN ENG TRYING TO APPROACH HIS DEST AND HE WAS GOING TO BINGHAMTON NY. THE WX WENT BELOW MINIMUMS AT BINGHAMTON AND THE CONTROLLING AGENCIES WERE UNABLE TO MAINTAIN RADIO CONTACT WITH N2680S. CONTACT WAS TRIED THRU OTHER ACFT . ONE ACFT SAID HE HEARD TRANSMISSIONS FROM N2680S BUT NO ANSWERING ACKNOWLEDGEMENTS. A SHORT TIME LATER RADAR CONTACT WAS LOST. THE ACFT CRASHED IN A FIELD WITH A TREE LINE NEAR LAPEER NY. ON SITE INVESTIGATION DETERMINED THAT BOTH ENGINES WERE PRODUCING PWR AT IMPACT. ALL CHECKS INDICATED NORMAL OPERATION. THERE WAS NO EVIDENCE OF ANY MALFUNTION OF THE ACFT. TOXICOLOGY SCREENING RESULTS WERE NEGATIVE FOR THE PLT.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 715 hours in all; 20 in this make and model; 20 in the last 90 days; 10 in the last 30 days; 560 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,351 hours
- Last inspection: annual inspection, July 7, 1986; 22 hours since
- Maximum gross weight: 4,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-360-C/D (piston); 0 hours total
The flight
- Departed from: FLO Florence SC
- Destination: N17 Endicott NY
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 150° at 6 knots
- Sky: overcast at 100 ft
- Temperature: 55°F (13°C), dew point 54°F (12°C)
- Altimeter: 30.00 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.