Beech A60 accident near Garland, Texas, April 23, 1982
On April 23, 1982 at about 10:30 pm local time, a Beech A60, registered N7RA, was substantially damaged in an accident near Garland, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. 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 23, 1982 · about 10:30 pm local time
- Place
- Garland, Texas
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A60 · all A60s on the register
- Registration
- N7RA · registry record · serial P-152
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLANE HAD BEEN INVOLVED IN A BANKRUPCY SETTLEMENT AND HAD NOT BEEN FLOWN FOR ABOUT 3 1/2 MTHS. THE PILOT HAD BEEN SENT TO FERRY THE PLANE. DURING A RUN-UP BEFORE TAKEOFF, THE PROPELLERS MOVED TOWARD A FEATHER POSITION WITHOUT PILOT INPUT. THE PILOT HAD A MECHANIC SERVICE THE PROPS. A SUBSEQUENT RUN-UP WAS NORMAL, SO THE PILOT TOOK OFF. ABOUT TWO MINUTES AFTER LEVELING AT 1800 FT, THE LEFT PROP STARTED FEATHERING AGAIN WITHOUT PILOT INPUT AND THE LEFT ENGINE LOST POWER. A SHORT TIME LATER, THE RIGHT ENGINE BEGAN LOSING POWER. AN EMERGENCY LANDING WAS MADE ON A CLOSED AIRPORT; HOWEVER, THE GEAR STRUCK ROCKS AND DEBRIS THAT WERE NOT VISIBLE IN AN AREA OF GRASS. AN INVESTIGAITON REVEALED THE ENGINE OIL HAD NOT BEEN CHANGED SINCE 7/20/81. THE PROP GOVERNOR SCREENS WERE FOUND WITH ABOUT 70 TO 80% BLOCKAGE WITH A CARBON BUILD-UP. AN OIL ANALYSIS REVEALED A HIGH ALUMINUM CONTENT. THE LAB REPORT STATEDTHAT THIS MAY BE FROM BREAK-IN, RECENT MAINTENANCE, ABNORMAL WEAR, OR OVER EXTENDED OIL DRAIN. LAST ANNUAL DATED 4/2/81.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,480 hours in all; 551 in this make and model; 45 in the last 90 days; 2,400 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,500 hours
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 6,725 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming TIO-541-E1C4 (piston); 0 hours total
The flight
- Departed from: ADS Addison TX at 4:30 pm
- Destination: HOU Houston TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 080° at 14 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 25,000 ft; not recorded
- Temperature: 149°F (65°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 5:00 pm from DAL, 10 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.