Swearingen SA226-T(B) and Grumman AA5A mid-air collision near Rockport, Texas, January 19, 1982
On January 19, 1982 at about 7:23 pm local time, 2 aircraft, Swearingen SA226-T(B) (N336SA) and Grumman AA5A (N26660), were involved in a mid-air collision near Rockport, Texas (Aransas County Airport). 3 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
- January 19, 1982 · about 7:23 pm local time
- Place
- Rockport, Texas · Aransas County Airport
- Type
- Accident · mid-air collision
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft 1
- Swearingen SA226-T(B) · all SA226-T(B)s on the register
- Registration
- N336SA · registry record · serial T356
- Damage
- Destroyed
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
- Aircraft 2
- Grumman AA5A
- Registration
- N26660 · no longer on the register · serial AA5A-0625
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Swearingen SA226-T(B) final · quoted from the NTSB record
PRIOR TO THE FAF DURING A VOR/DME APPROACH, THE MERLIN WAS CLEARED TO CHANGE TO THE UNICOM FREQ. THE PLT OF THE MERLIN CONTACTED UNICOM & REQUESTED AN ARPT ADVISORY. THE UNICOM OPERATOR REPLIED THAT THERE WAS A PIREP OF 500 FT OVER THE FIELD WITH 2 MI VISIBILITY BUT "ZILCH" OVER THE WATER. SHORTLY AFTER THIS CONTACT THE PLT OF THE AA5A CALLED ON UNICOM TURNING FINAL. THE PLT OF THE AA5A WAS GIVEN THE SAME ADVISORY AS GIVEN TO THE MERLIN & FURTHER ADVISED THAT ANOTHER ACFT WAS INBOUND FOR RWY 14. THE ACFT COLLIDED LESS THAN 1 MI NW OF THE APPROACH END OF RWY 14. AIM 157 RECOMMENDS THAT VFR INBOUND FLTS BROADCAST ENTERING DOWNWIND & FINAL. AIM 363(C) RECOMMENDS THAT, WHEN MAKING AN IFR APPROACH TO AN ARPTNOT SERVED BY A TOWER OR FSS & AFTER ATC ADVISES TO CHANGE TO ADVISORY FREQ, TO BROADCAST INTENTIONS, INCLUDING TYPE APPROACH, POSITION & WHEN OVER FAF INBOUND.
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 NTSB's narrative for the Grumman AA5A final · quoted from the NTSB record
PRIOR TO THE FAF DURING A VOR/DME APPROACH, THE MERLIN WAS CLEARED TO CHANGE TO THE UNICOM FREQ. THE PLT OF THE MERLIN CONTACTED UNICOM & REQUESTED AN ARPT ADVISORY. THE UNICOM OPERATOR REPLIED THAT THERE WAS A PIREP OF 500 FT OVER THE FIELD WITH 2 MI VISIBILITY BUT "ZILCH" OVER THE WATER. SHORTLY AFTER THIS CONTACT THE PLT OF THE AA5A CALLED ON UNICOM TURNING FINAL. THE PLT OF THE AA5A WAS GIVEN THE SAME ADVISORY AS GIVEN TO THE MERLIN & FURTHER ADVISED THAT ANOTHER ACFT WAS INBOUND FOR RWY 14. THE ACFT COLLIDED LESS THAN 1 MI NW OF THE APPROACH END OF RWY 14. AIM 157 RECOMMENDS THAT VFR INBOUND FLTS BROADCAST ENTERING DOWNWIND & FINAL. AIM 363(C) RECOMMENDS THAT, WHEN MAKING AN IFR APPROACH TO AN ARPTNOT SERVED BY A TOWER OR FSS & AFTER ATC ADVISES TO CHANGE TO ADVISORY FREQ, TO BROADCAST INTENTIONS, INCLUDING TYPE APPROACH, POSITION & WHEN OVER FAF INBOUND.
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 for the Swearingen SA226-T(B) 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: 3,800 hours in all
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 12,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: Airesearch TPE 331-10A (turboprop); 0 hours total
- Operator: Baker Marine Construction CORP
The flight
- Departed from: CRP Corpus Christi TX at 1:39 am
- Destination: 56V Oxford NE
- Flight plan: IFR
- Runway 14, 5,600 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 6 knots
- Visibility: 2 statute miles
- Sky: overcast at 500 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 1:21 pm from RKP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
The factual record for the Grumman AA5A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,700 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,168 hours
- Last inspection: inspection type not recorded; 68 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2G (piston); 0 hours total
The flight
- Departed from: Victoria TX at 1:00 pm
- Destination: NC81 Apex NC
- Flight plan: none
- Runway 14, 5,600 ft by 150 ft
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.