Boeing 707-123B accident near Marana, Arizona, March 24, 1982
On March 24, 1982 at about 6:38 pm local time, a Boeing 707-123B, registered N752TA, was substantially damaged in an accident near Marana, Arizona (Marana Airpark airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 7 people were 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
- March 24, 1982 · about 6:38 pm local time
- Place
- Marana, Arizona · Marana Airpark
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 707-123B · all 707-123Bs on the register
- Registration
- N752TA · no longer on the register · serial 17648
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING FLIGHT, A DECREASE WAS NOTED IN THE QUANTITY OF UTILITY HYDRAULIC FLUID. THE ENGINE DRIVEN PUMPS WERE SHUT OFF UNTIL JUST BEFORE LANDING. AFTER EXTENDING THE GEAR & FLAPS, THE QUANTITY INDICATED 3.5 GAL & ALL PRESSURES WERE NORMAL. AFTER TOUCHDOWN, THE #1 REVERSER LIGHT WAS SLOW TO ILLUMINATE. REPORTEDLY, REVERSE THRUST WAS DELAYED ON THE #1 & #4 ENGINES UNTIL ALL REVERSER LIGHTS WERE ON. THE LANDING ROLL WAS REPORTED AS NORMAL UNTIL THE SPEED WAS SLOWED TO ABOUT 80 KTS, THEN THE PLANE BEGAN VEERING RIGHT. THE CAPTAIN STATED HE HAD NO LEFT BRAKING OR NOSE WHEEL STEERING. THE PLANE CONTINUED OFF THE RUNWAY & THE LEFT GEAR COLLAPSED. AFTER STOPPING, THE FIRE BOTTLES WERE USED WHEN SMOKE WAS OBSERVED FROM THE #1 ENGINE. LEFT & RIGHT TIRE MARKS WERE FOUND THAT WERE 1245 & 870 FT LONG, BOTH WITH SIGNS OF INTERMITTENT INTENSITY. THE NOSE WHEEL STEERING AND SPOILERS OPERATED WHEN THE UTILITY HYDRAULIC SYSTEM WAS FIRST POWERED BY THE AUX PUMP. A STRESS CORROSION CRACK WAS FOUND WHERE THE LEFT MAIN GEAR SIDEBRACE HAD FAILED.
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: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 8,000 hours in all; 1,200 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 60,818 hours
- Last inspection: inspection type not recorded; 1 hours since
- Maximum gross weight: 258,000 lb
- Seats: 183
- Landing gear: retractable
- Engine: Pratt&Whitney JT3D-MC6 (turbojet); 0 hours total
- Operator: Tigerair, INC.
The flight
- Departed from: BUR Burbank CA at 10:31 am
- Destination: Tampa FL
- Flight plan: IFR
- Runway 12, 6,850 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: not recorded; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 4 |
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.