Piper PA-31P and Cessna 337G mid-air collision near Carrollton, Texas, October 27, 1982
On October 27, 1982 at about 4:20 pm local time, 2 aircraft, Piper PA-31P (N100FD) and Cessna 337G (N72430), were involved in a mid-air collision near Carrollton, Texas (Addison airport). 4 people were killed. 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
- October 27, 1982 · about 4:20 pm local time
- Place
- Carrollton, Texas · Addison · map
- Type
- Accident · mid-air collision
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-31P · all PA-31Ps on the register
- Registration
- N100FD · no longer on the register · serial 31P7400226
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 337G · all 337Gs on the register
- Registration
- N72430 · no longer on the register · serial 33701580
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-31P final · quoted from the NTSB record
A PA-31, N100FD, WAS BEING VECTORED BY DFW APPROACH CONTROL (APCH CTL) FOR A LANDING ON RWY 13L AT DALLAS-LOVE FLD. THE PLT'S LAST RECEIVED & ACKNOWLEDGED INSTRUCTIONS WERE TO DESCEND & MAINTAIN 2000' & TURN LEFT TO 190 DEG. SIMULTANEOUSLY,A CESSNA 337, N72430, DEPARTED RWY 15 AT ADDISON ARPT, UNDER TOWER CONTROL, & WAS TO MAKE A RGT CLIMBING TURN OF APPROX 180 DEG. TWO MIN AFTER TAKEOFF, THE PLT ASKED & GOT APPROVAL FOR FREQ CHNG. 24 SEC LATER, HE CONTACTED APCH CTL STATING HE HAD JUST DEPARTED ADDISON & WAS CLIMBING TO 2500' ON A 300 DEG HDG. THE CONTROLLER MISUNDERSTOOD THE PLT'S DEPARTURE POINT & INSTRUCTED HIM TO CHANGE TO FREQ 120.5. THE 2 ACFT IMMEDIATELY COLLIDED. A 2000' CEILING WAS REPORTED, 2 WITNESSES STATED THEY COULD SEE MORE BLUE SKY THAN CLDS. A WITNESS APRX 8 MI AWAY SAW A FIREBALL IN THE CLDS. INVESTIGA-TION REVEALED THE CONTROLLER, VECTORING N100FD, PREMATURELY CLEARED THE ACFT TO AN ALT WHICH WAS BELOW THE CEILING OF THE ADDISON ARPT TRAFFIC AREA & PRIOR TO REACHING THE AIRSPACE DELEGATED FOR THAT PURPOSE BY AN ATC LETTER OF AGREEMENT.
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 Cessna 337G final · quoted from the NTSB record
A PA-31, N100FD, WAS BEING VECTORED BY DFW APPROACH CONTROL (APCH CTL) FOR A LANDING ON RWY 13L AT DALLAS-LOVE FLD. THE PLT'S LAST RECEIVED & ACKNOWLEDGED INSTRUCTIONS WERE TO DESCEND & MAINTAIN 2000' & TURN LEFT TO 190 DEG. SIMULTANEOUSLY,A CESSNA 337, N72430, DEPARTED RWY 15 AT ADDISON ARPT, UNDER TOWER CONTROL, & WAS TO MAKE A RGT CLIMBING TURN OF APRX 180 DEG. TWO MIN AFTER TAKEOFF, THE PLT ASKED & GOT APPROVAL FOR FREQ CHNG. 24 SEC LATER, HE CONTACTED APCH CTL STATING HE HAD JUST DEPARTED ADDISON & WAS CLIMBING TO 2500' ON A 300 DEG HDG. THE CONTROLLER MISUNDERSTOOD THE PLT'S DEPARTURE POINT & INSTRUCTED HIM TO CHANGE TO FREQ 120.5. THE 2 ACFT IMMEDIATELY COLLIDED. A 2000' CEILING WAS REPORTED, 2 WITNESSES STATED THEY COULD SEE MORE BLUE SKY THAN CLDS. A WITNESS APRX 8 MI AWAY SAW A FIREBALL IN THE CLDS. INVESTIGA-TION REVEALED THE CONTROLLER, VECTORING N100FD, PREMATURELY CLEARED THE ACFT TO AN ALT WHICH WAS BELOW THE CEILING OF THE ADDISON ARPT TRAFFIC AREA & PRIOR TO REACHING THE AIRSPACE DELEGATED FOR THAT PURPOSE BY AN ATC LETTER OF AGREEMENT.
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 Piper PA-31P from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 10,024 hours in all; 60 in the last 90 days
- 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: 6,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIGO-541-E1A (piston); 0 hours total
- Fire in flight and on the ground
The flight
- Departed from: C Opelousas LA at 9:35 am
- Destination: C Dallas TX
- Flight plan: IFR
- Runway 13L, 7,753 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 15 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Observation at 11:20 am from ADS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
The factual record for the Cessna 337G from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land
- Flight time: 225 hours in all; 209 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 4,630 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-360-G (piston); 0 hours total
- Fire in flight and on the ground
The flight
- Departed from: C Addison TX at 11:16 am
- Destination: C Nocona TX
- Flight plan: none
- Runway 15, 7,200 ft by 100 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.