Mitsubishi MU-2B-30 accident near Lafayette, Georgia, April 20, 1982
On April 20, 1982 at about 2:23 pm local time, a Mitsubishi MU-2B-30, registered N165MA, was destroyed in an accident near Lafayette, Georgia. It was an executive or corporate flight under general aviation rules (Part 91). 6 people were killed and 1 person was seriously injured. 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
- April 20, 1982 · about 2:23 pm local time
- Place
- Lafayette, Georgia · map
- Type
- Accident
- Injuries
- 6 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Mitsubishi MU-2B-30 · all MU-2B-30s on the register
- Registration
- N165MA · registry record · serial 541
- Damage
- Destroyed
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DRG THE WX BRIEFING THE PLT WAS ADVISED THAT VFR FLT WAS NOT RECOMMENDED DUE TO LOW CEILINGS & POOR VISIBILITY. THE PLT RESPONDED HE HAD TO GO TO FT. PAYNE VFR BECAUSE THEY HAVE NO INSTRUMENT APPROACH. A JEPPESEN US (LO)29 LOW ALT ENROUTE CHART WAS FOUND AT THE WRECKAGE THAT HAD A LINE DRAWN TRAVERSING SW OUT OF THE CHATTANOOGA VOR BETWEEN V-115 & V-115E. THE MEA FOR THESE AIRWAYS WAS 4,000 FT MSL. PRIOR TO DEPARTURE THE PLT AS ADVISED THAT TOPS WERE REPORTED 4,500 FT WITH ANOTHER LAYER AT 9,000 FT. THE PLT RESPONDED HE WAS GOING TO FT. PAYNE & THEY HAD NO APPROACH THERE. APPROXIMATELY 2-1/2 MIN AFTER TAKEOFF THE PLT REPORTED "...LOOKS LIKE ABOUT 1500 IS ALL WE'RE GONNA GET RIGHT NOW." ABOUT 7 MIN LATER THE PLT REPORTED THEY WERE STILL VFR BUT MIGHT WANT TO TURN AROUND. THE ACFT IMPACTED THE TOP OF A NORTH/SOUTH RIDGELINEAT AN ELEVATION OF 2,020 FT. THE COPILOT WAS PART OF THE COMPANY'S MANAGEMENT TEAM.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,313 hours in all; 260 in this make and model; 151 in the last 90 days; 5,050 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,263 hours
- Last inspection: inspection type not recorded; 49 hours since
- Maximum gross weight: 10,800 lb
- Seats: 8
- Landing gear: retractable
- Engine: Airesearch TPE-331-151A (turboprop); 0 hours total
- Operator: Campbell Taggart INC.
The flight
- Departed from: CHA Chattanooga TN at 9:12 am
- Destination: 4A9 Ft. Payne AL
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: overcast at 1,300 ft; not recorded
- Temperature: 133°F (56°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 12:51 pm from CHA, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 4 | 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.