Texas

The Grumman American AA-5A, N9844U, had just landed. While taxing, the aircrew stopped short of runway 13R as Beechcraft. Hawker BH-125, N125E, was taking off. The rated student in N125E, who was on a training flight, was at the controls and began the takeoff. The power-up and takeoff roll were normal. Rotation was described as normal and the left throttle was retarded to idle at 110 knots, as pre-briefed, to simulate an engine failure. The instructor pilot (IP) stated that the lift off appeared normal and directional control was good up to an alt of 10 to 20 feet. The left wing then started to drop and the student applied right aileron, but did not stop the roll. The IP began advancing the left throttle, but did not get on the flight controls. The left wing hit the runway and the aircraft veered left and settled to the ground. At impact, both main gear mounts failed, a fuel tank ruptured and a fire started. N125E then slid into N9844U and both aircraft burned. BH-125 flight man recommends IP follow thru, max bank 5° and cautions negative wxvaning in crosswind. BH-125 rudder bias engaged. AA-5A crew thrown out, seatbelts unlatched.

The aircraft was on a flight to a private ranch landing strip at night. The strip had an unlighted windsock at midfield and portable runway edge lights were in use. During arrival, the aircrew estimated the visibility was 3 to 4 miles and reported they would be able to land. Personnel at the ranch heard the aircraft fly over. One of them reported that earlier, the wind had been blowing hard and the air was full of dust, but at the time the aircraft arrived, dust had settled. A deputy sheriff noted that at times, the visibility was good, but at other times, it was poor. The aircraft owner, who was at the ranch, said he could see the aircraft lights at times (in the traffic pattern), but at times, he could not see them. After making two passes, the aircraft crashed in the area where it should have been on a base leg. An exam of the wreckage revealed it was in a left turn during impact. After initial impact, it bounced/slid 663 feet, then hit a tree covered canal levee and burned. No evidence of a preimpact/mechanical malfunction or failure was found. All four occupants were killed.

After landing on runway 31L, the aircrew of N100VV requested clearance to turn off to the right at midfield onto runway 22. The request was approved and the aircrew was instructed to use caution for a Cherokee proceeding from the opposite direction. The pilot of N100VV stated that after he turned right onto runway 04/22 and was clear of the Cherokee, he attempted to contact the tower to advise of his intentions. However, the frequency was too busy, so he switched to the ground frequency and transmitted that he was 'off 31L, going to Atlantic.' This transmission ended just as N100VV was entering the intersection of runway 22 and 31R. Just prior to that, N222WL had been cleared for takeoff on runway 31R and had begun its takeoff roll. N222WL was at approximately 70 knots when its aircrew saw N100VV starting to cross the active runway. The pilot of N222WL attempted to takeoff and avoid a collision, but was unable to clear N100VV. N222WL crashed and slid to a stop approximately 400 feet beyond the impact point with N100VV, then burned. All three occupants escaped uninjured.

The Guatemalan registered aircraft collided with the ground while airdropping bales of marijuana on a beach. According to a witness, while the aircraft was making low passes over the beach the propeller struck the beach tearing it off the aircraft. The aircraft then continued about 600 feet and landed gear up on the beach. The crew unsuccessfully attempted to set the aircraft on fire. Sob and injuries are presumed.

A deer hunter saw the aircraft on a final approach to an open field at dusk, with the gear and flaps down. He stated that when it was at about 100 feet agl, the nose pitched down and the plane struck the ground and burst into flames. The aircraft was loaded with an estimated 600 lbs of marijuana, most of which was consumed by fire. A high altitude navigational chart was found near the wreckage. The chart contained a line between two navigational points (one in mexico and one in the united states). The aircraft had been stolen. Both occupants were killed.

A PA-31, N100FD, was being vectored by DFW approach control (approach control) for a landing on runway 13L at Dallas-Love Field. The pilot's last received and acknowledged instructions were to descend and maintain 2,000 feet and turn left to 190°. Simultaneously, a Cessna 337, N72430, departed runway 15 at Addison Airport, under tower control, and was to make a right climbing turn of approx 180°. Two min after takeoff, the pilot asked and got approval for freq change. 24 seconds later, he contacted approach control stating he had just departed Addison and was climbing to 2,500 feet on a 300° heading. The controller misunderstood the pilot's departure point and instructed him to change to frequency 120.5. The two aircraft immediately collided. A 2,000 feet ceiling was reported, two witnesses stated they could see more blue sky than clouds. A witness approximately 8 miles away saw a fireball in the clouds. Investigation revealed the controller, vectoring N100FD, prematurely cleared the aircraft to an altitude which was below the ceiling of the Addison Airport traffic area and prior to reaching the airspace delegated for that purpose by an ATC letter of agreement.

Shortly after takeoff at about 800 feet agl, the left engine oil temperature became high and reportedly there was a loss of oil pressure. The pilot reported that he then feathered the left engine and declared an emergency. On final approach, he did not get a safe gear indication. The pilot started that he attempted to go around. But at about that time, he was committed to land. While maneuvering, the aircraft crashed in the desert. There was 2,700 lbs of cargo on board. The elevation was about 3,950 feet and the temperature was reported at 72 degrees Fahrenheit. All three occupants were uninjured.

7-seat aircraft took off with 4 adults and 8 children aboard. Aircraft rotated at about 2,000 feet down runway and climbed in a flat nose high attitude before settling into 30 feet trees about 4,223 feet from point of lift-off. Aircraft oscillated violently 2 or 3 times in the pitch axis during the 20-30 seconds flight. Aircraft was about 445 lbs over max gross weight and CofG was 4.26 inches aft of the aft limit. On 6/9/82 the pilot took a checkride to have a "centerline thrust only" restriction removed from his multi-engine rating. 59 of his 62 hrs multi-engine were as copilot. He had no formal C414 training and had recovered only 2 hours of instruction in conventional multi-engine aircraft. He had never been required to perform weight and balance computations in his military flying or any FAA exam or checkrides. Company management did not comply with insurance stipulations which required pilot of the flight to attend a Cessna flight training school, nor did the pilot satisfy the minimum hour requirements. FAA certificate examiner lost certificate on 7/10/82, history of incomplete or substandard checkrides. Occupants died of thermal burns and smoke inhalation.

While completing a local training mission at Corpus Christi-Cabaniss Field, the twin engine airplane collided with a second USN Beechcraft T-44A Pegasus. Registered 160967, it was also completing a local training flight. It is believed that all occupants on board 161067 survived while all six occupants on board 160967 were killed.

While completing a local training mission at Corpus Christi-Cabaniss Field, the twin engine airplane collided with a second USN Beechcraft T-44A Pegasus. Registered 161067, it was also completing a local training flight. It is believed that all occupants on board 161067 survived while all six occupants on board 160967 were killed.
Crew:
Ens Cary P. Jones,
Lt Thomas A. Vonnegut,
Ens Joseph F. West Jr.,
Lt Cdr Curtis Raymond Barkdull,
Ens Robert Bernard Barnett Jr.,
Ens Jeffrey Allan Edwards.