Piper PA-28RT-201T accident near Kings Point, New York, August 28, 1987
On August 28, 1987 at about 4:21 pm local time, a Piper PA-28RT-201T, registered N3025W, was destroyed in an accident near Kings Point, New York. It was a ferry 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
- August 28, 1987 · about 4:21 pm local time
- Place
- Kings Point, New York · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28RT-201T PA-28RT-20 · all PA-28RT-201Ts on the register
- Registration
- N3025W · registry record · serial 7931125
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
N3025W DEPARTED ON A FERRY FLIGHT WITH AN UNSECURED, TEMPORARILY INSTALLED FUSELAGE FUEL TANK. A COMPUTED C.G. AT TAKEOFF SHOWED THE AIRCRAFT ABOUT .9 INCHES AFT OF THE AFT LIMIT. THE AIRCRAFT HAD CLIMBED TO 7000 FEET WHEN THE CONTROLLER SAW THE AIRCRAFT MAKING ERRATIC TURNS. THE PILOT SAID 'WE HAVE PROBLEMS.' THERE WERE NO FURTHER COMMUNICATIONS WITH N3025W. THE AIRCRAFT SUBSEQUENTLY BROKE-UP IN FLIGHT. THE FORECAST THE PILOT RECEIVED INCLUDED MODERATE TURBULENCE AND RAINSHOWERS. THE FERRY TANK INSTALLATION HAD NOT BEEN APPROVED. THE PILOT WAS NEW TO THIS TYPE OF WORK AND REPORTEDLY DID NOT KNOW HOW TO WORK THE FERRY TANK SYSTEM. THE TAKEOFF POSITION OF THE FERRY TANK WAS ESTIMATED. IT HAD BEEN PUSHING OUT THE FUSELAGE BAGGAGE DOOR AND HAD TO BE PUSHED BACK IN AFTER BEING FILLED. IT WAS CONSIDERED LIKELY THAT THE UNSECURED TANK WOULD HAVE MIGRATED, CHANGING THE C.G. IN FLIGHT, ALTERING LONGITUDINAL CONTROL FORCES, AND CAUSING PITCH CONTROL PROBLEMS IN TURBULENCE.
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; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,487 hours in all; 12 in this make and model; 131 in the last 90 days; 50 in the last 30 days; 1,358 as pilot in command; 154 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, June 25, 1987
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-FB (piston); 0 hours total
The flight
- Departed from: TEB Teterboro NJ at 4:56 pm
- Destination: YQB Quebec
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 080° at 14 knots
- Visibility: 2 statute miles
- Sky: overcast at 600 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 4:18 pm from LGA, 7 miles away
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.