Fokker DR-1 accident near Hampton, Georgia, June 7, 1982
On June 7, 1982 at about 11:30 pm local time, a Fokker DR-1, registered N1387B, was substantially damaged in an accident near Hampton, Georgia (Bean Creek airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. 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
- June 7, 1982 · about 11:30 pm local time
- Place
- Hampton, Georgia · Bean Creek
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Fokker DR-1
- Registration
- N1387B · no longer on the register · serial 16
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS ALSO THE OWNER OF THE FIXED TRI-WING, AMATEUR-BUILT AIRCRAFT. AFTER RETURNING FROM A LOCAL FLIGHT, HE ENTERED THE TRAFFIC PATTERN. HE FLEW A LARGE PATTERN TO MAINTAIN SPACING BEHIND A CESSNA 150. AFTER MAKING A LOW APPROACH, HE POSITIONED HIMSELF BEHIND THE OTHER AIRCRAFT IN ANOTHER LARGE PATTERN. WHILE DESCENDING ON FINAL APPROACH, THE ENGINE COUGHED AND THEN QUIT. THE THROTTLE WAS PUMPED, THE ENGINE RESTARTED MOMENTARILY, THEN LOST POWER AGAIN AND COULD NOT BE RESTORED. THE PILOT WAS UNABLE TO REACH THE RUNWAY. THE PLANE WAS LANDED IN AN AREA OF BRUSH AND BRIARS ABOUT 1000 FT FROM THE RUNWAY AND WAS SUBSTANTIALLY DAMAGED. AN INVESTIGATION REVEALED NO PRECRASH, MECHANICAL FAILURES. SOME FUEL WAS REMAINING IN THE FUEL TANK. HOWEVER, THE FUEL TANK WAS OF THE OWNER'S DESIGN. WITH THE AIRCRAFT IN A STRAIGHT AND LEVEL FLIGHT ATTITUDE, THERE WAS 3/4 INCH OF FUEL. BUT WHEN IT WAS TILTED TO ABOUT 10 DEGREES NOSE DOWN, THE FUEL RAN FORWARD LEAVING NO FUEL PICKUP POINT.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 822 hours in all; 3 in this make and model; 4 in the last 90 days; 532 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3 hours
- Last inspection: inspection type not recorded; 3 hours since
- Maximum gross weight: 4,190 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-320A (piston); 0 hours total
The flight
- Departed from: Hampton GA at 6:40 pm
- Destination: Hampton GA
- Flight plan: none
- Runway 24, 3,375 ft by 40 ft
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: not recorded; scat at 25,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.
Other NTSB records under N1387B the same tail number, which may have belonged to a different aircraft at the time
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.