Beech F33A accident near Payson, Arizona, March 27, 1992
On March 27, 1992 at about 8:12 pm local time, a Beech F33A, registered N8000J, was destroyed in an accident near Payson, Arizona. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S POOR PREFLIGHT PLANNING/PREPARATION BY INTENTIONALLY FLYING INTO KNOWN ADVERSE WEATHER AND HIS POOR IN-FLIGHT DECISION BY NOT FLYING TO AN ALTERNATE AIRPORT WHEN THE AIRPLANE BEGAN TO ENCOUNTER ICING. CONTRIBUTING TO THIS ACCIDENT WAS THE ICING CONDITION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 27, 1992 · about 8:12 pm local time
- Place
- Payson, Arizona · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech F33A · all F33As on the register
- Registration
- N8000J · no longer on the register · serial CE-1509
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT RECEIVED A WEATHER BRIEFING FROM THE FLIGHT SERVICE STATION BEFORE DEPARTING ON THE ACCIDENT FLIGHT. THE WEATHER BRIEFER ADVISED THE PILOT OF FORECASTED ICING CONDITIONS ALONG THE INTENDED ROUTE OF FLIGHT. THE AIRPLANE WAS NOT EQUIPPED WITH ANY ANTI OR DEICING SYSTEMS. ABOUT 15 MINUTES AFTER DEPARTING WHILE AT 14,000 FT MSL ICE BEGAN TO FORM ON THE AIRPLANE AND THE PILOT ASKED FOR A LOWER ALTITUDE AND A GROUND SPEED CHECK. THE AIRPLANE'S GROUND SPEED WAS 170 KTS. 20 MINUTES LATER THE PILOT AGAIN REQUESTED A LOWER ALTITUDE BUT THE CONTROLLER WAS UNABLE DUE TO THE MEA. ABOUT 18 MINUTES LATER THE PILOT ASKED FOR A GROUND SPEED CHECK AND THE CONTROLLER RESPONDED, 150 KNOTS AND 11 MINUTES LATER CLEARED THE FLIGHT TO 12,000 FT. ABOUT 19 MINUTES LATER THE PILOT REPORTED THAT THE AIRPLANE WAS PICKING UP RIME ICE AND AGAIN REQUESTED A LOWER ALTITUDE. ABOUT 7 MINUTES LATER THE CONTROLLER REPORTED THE AIRPLANE'S GROUND SPEED WAS 120 KNOTS. ABOUT 14 MINUTES LATER THE PILOT REPORTED HAVING PROBLEMS MAINTAINING AIRSPEED AND ALTITUDE. SIX MINUTES LATER THE PILOT REPORTED THAT HE WAS UNABLE TO MAINTAIN THE ALTITUDE AND RADAR CONTACT WAS LOST 2 MINUTES LATER. THE AIRPLANE COLLIDED WITH UPSLOPING TERRAIN IN A WINGS LEVEL, NOSE DOWN ATTITUDE.
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: 2,349 hours in all; 86 in this make and model; 39 in the last 90 days; 12 in the last 30 days
- Medical certificate: Class 2 (expired)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 3,050 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 0 hours total
- Fire on the ground
- Operator: Steering Committee CORP.
The flight
- Departed from: DRO Durango CO at 6:16 pm
- Destination: PHX Phoenix AZ
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Sky: overcast; not recorded
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.