Smith, Ted Aerostar AEROSTAR 601 accident near Prescott, Arizona, June 26, 1992
On June 26, 1992 at about 10:53 pm local time, a Smith, Ted Aerostar AEROSTAR 601, registered N601DE, was substantially damaged in an accident near Prescott, Arizona (Ernest Love Field). It was a ferry 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 AIRPLANE'S FAILURE TO ACHIEVE AN ADEQUATE RATE OF CLIMB BECAUSE OF DEGRADED AERODYNAMIC PERFORMANCE AND THE PILOT'S INTENTIONAL OPERATION OF THE AIRCRAFT WITH KNOWN DEFICIENCIES. A FACTOR IN THE ACCIDENT WAS THE HIGH DENSITY ALTITUDE CONDITION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 1992 · about 10:53 pm local time
- Place
- Prescott, Arizona · Ernest Love Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Smith, Ted Aerostar AEROSTAR 601 AEROSTAR 6
- Registration
- N601DE · no longer on the register · serial 61-0007
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
BFR FLT, THE OWNER/PLT RCVD A SPECIAL AIRWORTHINESS CERTIFICATE, ALLOWING HIM TO MAKE A FERRY FLT FM COLORADO TO CALIFORNIA FOR MAINT. A COND FOR THE FAA'S ISSUANCE OF THE PERMIT WAS THAT AN A & P MECHANIC MUST CERTIFY THE ACFT WAS 'SAFE FOR THE FLIGHT.' THE PLT WAS AN A & P MECHANIC & PROVIDED THE REQUISITE CERTIFICATION. AN ACDNT OCCURRED DRG TAKEOFF FM AN EN ROUTE STOP. A WITNESS TO THE TAKEOFF RPRTD THE ACFT USED 5500 FT OF RWY BEFORE BECOMING AIRBORNE. THE ACFT FAILED TO CLIMB HIGHER THAN 200 FT AGL BEFORE COLLIDING WITH ROUGH TRRN ABOUT 2 MI FM THE ARPT. AT THE TIME OF THE MISHAP, THE COMPUTED DENSITY ALT WAS APRX 7760 FT. PERSONNEL, WHO RESPONDED TO THE CRASH SITE, OBSERVED THAT DUCT TAPE HAD BEEN USED TO SECURE AN ANGLE IRON ONTO A LANDING GEAR LEG (FOR THE PURPOSE OF PROVIDING A STIFF LEG COND). DUCT TAPE HAD ALSO BEEN USED ON THE DETERIORATED WING TIPS (TO KEEP THEM STREAMLINED). TWO HORNET NESTS WERE FND IN AIRFRAME AIR INLETS. THE PLT RPRTD THAT NO MECH FAILURE OR MALFUNCTION OCCURRED DRG TAKEOFF.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,852 hours in all; 21 in this make and model; 55 in the last 90 days; 3 in the last 30 days; 7,350 as pilot in command; 1,318 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,589 hours
- Last inspection: inspection type not recorded, June 25, 1992; 5 hours since
- Maximum gross weight: 5,700 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-P1A5 (piston); 0 hours total
The flight
- Departed from: PRC at 10:52 pm
- Destination: L35 Big Bear City CA
- Flight plan: none
- Runway 21, 7,616 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 8 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 10:53 pm from PRC, 2 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.
Other NTSB records under N601DE the same tail number, which may have belonged to a different aircraft at the time
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.