Beech 200 and Cessna U206F mid-air collision near Quinlan, Texas, August 12, 1985
On August 12, 1985 at about 3:15 pm local time, 2 aircraft, Beech 200 (N100HC) and Cessna U206F (N33177), were involved in a mid-air collision near Quinlan, Texas. 3 people were killed; 2 others were unhurt. 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
- August 12, 1985 · about 3:15 pm local time
- Place
- Quinlan, Texas · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people were killed; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Beech 200 · all 200s on the register
- Registration
- N100HC · no longer on the register · serial BB98
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna U206F · all U206Fs on the register
- Registration
- N33177 · no longer on the register · serial U20602653
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative for the Beech 200 final · quoted from the NTSB record
N100HC AND N33177 COLLIDED DUE TO THE FAILURE OF BOTH PLTS TO MAINTAIN ADEQUATE VISUAL SEPARATION. THE PIC OF N100HC MADE A POOR DECISION BY PERFORMING THE SIMULATED EMERGENCY DESCENT ON A LOW ALT AIRWAY. THE SOUTHERLY DESCENDING MANEUVER WAS PERFORMED BETWEEN 5500 & 3500 FT, WHICH COINCIDED WITH THE WESTERLY CRUISING ALT OF N331FF. THE PILOT OF N33177 WOULD HAVE BEEN HINDERED TO AN UNKNOWN DEGREE BY THE HIGH WING DESIGN OF THE AIRCRAFT FROM PERCEIVING N100HC AS IT DESCENDED AT A CONVERGENCE ANGLE OF ABOUT 90 DEG. THE CREW OF N100HC SAW N331FF JUST PRIOR TO COLLISION & INITIATED AN UNSUCCESSFUL ROLLING PULL-UP EVASIVE MANEUVER. A PORTION OF THE RIGHT WING AND THE EMPENNAGE OF N33177 WERE SEPARATED DURING THE COLLISION RESULTING IN ITS UNCONTROLLED VERTICAL DESCENT. POST CRASH FIRE CONSUMED THE WRECKAGE. DAMAGE TO N100HC LED TO A FORCED LANDING 7 1/2 MILES FROM THE MID AIR COLLISION.
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 U206F final · quoted from the NTSB record
N100HC AND N33177 COLLIDED DUE TO THE FAILURE OF BOTH PLTS TO MAINTAIN ADEQUATE VISUAL SEPARATION. THE PIC OF N100HC MADE A POOR DECISION BY PERFORMING THE SIMULATED EMERGENCY DESCENT ON A LOW ALT AIRWAY. THE SOUTHERLY DESCENDING MANEUVER WAS PERFORMED BETWEEN 5500 & 3500 FT, WHICH CONCIDED WITH THE WESTERLY CRUISING ALT OF N331FF. THE PILOT OF N33177 WOULD HAVE BEEN HINDERED TO AN UNKNOWN DEGREE BY THE HIGH WING DESIGN OF THE AIRCRAFT FROM PERCEIVING N100HC AS IT DESCENDED AT A CONVERGENCE ANGLE OF ABOUT 90 DEG. THE CREW OF N100HC SAW N331FF JUST PRIOR TO COLLISION & INITIATED AN UNSUCCESSFUL ROLLING PULL-UP EVASIVE MANEUVER. A PORTION OF THE RIGHT WING AND THE EMPENNAGE OF N33177 WERE SEPARATED DURING THE COLLISION RESULTING IN ITS UNCONTROLLED VERTICAL DESCENT. POST CRASH FIRE CONSUMED THE WRECKAGE. DAMAGE TO N100HC LED TO A FORCED LANDING 7 1/2 MILES FROM THE MID-AIR COLLISION.
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 Beech 200 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 13,420 hours in all; 320 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,040 hours
- Last inspection: approved inspection programme, February 12, 1985
- Maximum gross weight: 12,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT6A-41 (turboprop); 0 hours total
The flight
- Departed from: DAL Dallas TX at 3:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 2:49 pm from GVT, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
The factual record for the Cessna U206F from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 503 hours in all; 4 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 400 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,150 hours
- Last inspection: annual inspection, June 4, 1985; 49 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO 520-F(3) (piston); 0 hours total
The flight
- Departed from: M16 Raymond MS at 1:15 pm
- Destination: DAL Dallas TX
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.