Aero Commander S2R accident near Lakeland, Florida, June 21, 1982
On June 21, 1982 at about 3:58 pm local time, a Aero Commander S2R, registered YV419, was destroyed in an accident near Lakeland, Florida (Lakeland Municipal airport). It was a ferry flight under general aviation rules (Part 91). 1 person was 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
- June 21, 1982 · about 3:58 pm local time
- Place
- Lakeland, Florida · Lakeland Municipal · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander S2R · all S2Rs on the register
- Registration
- YV419 · no longer on the register · serial 1870R
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HAD PLANNED TO FLY THE FOREIGN REGISTERED AIRCRAFT TO MIAMI, FL TO VISIT THE VENEZUELAN CONSULATE'S OFFICE BEFORE CONTINUING ON TO VENEZUELA. THE AIRCRAFT WAS MODIFIED WITH AN AUXILIARY FUEL TANK IN THE HOPPER. ALSO, AUTHORIZATION WAS OBTAINED TO CARRY EXTRA WEIGHT TO FERRY THE PLANE. BEFORE TAKEOFF, THE PLANE WAS FUELED TO 6600 LBS, 600 LBS OVER THE LIMIT FOR AGRICULTURAL OPERATIONS. AFTER TAKEOFF, THE PILOT REMAINED IN THE PATTERN AND MADE 3 LANDINGS. ON THE FOURTH TAKEOFF, THE AIRCRAFT ENTERED A SPIN AND CRASHED. TWO WITNESSES, WHO WERE PILOTS, REPORTED THAT THE PLANE SEEMED TO BE NEAR A STALL WHILE IN THE TRAFFIC PATTERN. THEY REPORTED THAT ON THE LAST TAKEOFF. THE PLANE WAS IN A NOSE HIGH ATTITUDE, BEGAN A SHALLOW TURN, THEN ENTERED THE SPIN. ONE ESTIMATED THE SPIN BEGAN AT 300 FT, THE OTHER WITNESS ESTIMATED IT BEGAN AT 400 FT. ANOTHER PILOT LANDED ABOUT 15 MINUTES AFTER THE ACCIDENT. HE REPORTED WIND SHEAR AND TURBULENCE IN THE PATTERN. NO PREIMPACT DISCREPANCIES WERE FOUND WITH THE AIRCRAFT OR ENGINE.
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; single-engine land; instrument: airplane
- Flight time: 3,214 hours in all; 4 in this make and model; 121 in the last 90 days; 3,006 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,427 hours
- Last inspection: inspection type not recorded; 8 hours since
- Maximum gross weight: 6,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: P & W R-1340-AN1 (piston); 0 hours total
- Operator: Globe Aero Limited, INC.
The flight
- Departed from: LAL Lakeland FL at 11:58 am
- Destination: MIA Miami FL
- Flight plan: none
- Runway 13, 5,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 9 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 181°F (83°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 11:56 am from LAL
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.