Lockheed L1329 accident near Miami, Florida, January 6, 1990
On January 6, 1990 at about 4:42 pm local time, a Lockheed L1329, registered N96GS, was destroyed in an accident near Miami, Florida (Miami International airport). It was a ferry flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S IMPROPER DECISION TO REJECT THE TAKEOFF AFTER THE AIRPLANE HAD PASSED V1 SPEED AND LIFTED OFF THE RUNWAY. A FACTOR WAS A MALFUNCTIONING #2 ENGINE ELECTRONIC ENGINE CONTTROL WHICH CAUSED THE UNIT TO OVER-SCHEDULE FUEL TO THE ENGINE RESULTING IN HOTTER OPERATING TEMPERATURES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 6, 1990 · about 4:42 pm local time
- Place
- Miami, Florida · Miami International
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Lockheed L1329
- Registration
- N96GS · registry record · serial 5068
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
FLT WAS A 3-ENG FERRY WITH THE #4 ENG SHUT DOWN. DURING TAKEOFF ROLL AT V1 THE #2 ENG OVERHEAT LIGHT CAME ON. ACCORDING TO THE COPILOT THE PILOT REDUCED THROTTLE SLIGHTLY AND CONTINUED THE TAKEOFF. AFTER LIFT-OFF THE PILOT ABORTED THE TAKEOFF. THE AIRPLANE COULD NOT BE STOPPED ON THE REMAINING RUNWAY AND COLLIDED WITH ANTENNAS, APPROACH LIGHTS AND A CONSTRUCTION SITE 1,180 FT FROM THE DEPARTURE END OF THE RUNWAY. POST-CRASH EXAM OF THE 3 OPERATING ENGS DID NOT REVEAL ANY EVIDENCE OF MECHANICAL FAILURE OR MALFUNCTION. A FAILED RESISTOR WAS FOUND IN THE #2 ENG ELECTRONIC ENGINE CONTROL (EEC). THIS WOULD CAUSE THE UNIT TO OVER-SCHEDULE FUEL TO THE ENG RESULTING IN HOTTER ENG OPERATING TEMPERATURES. RETARDING THE THROTTLE WOULD REDUCE FUEL FLOW TO WITHIN NORMAL RANGES FOR ENG OPERATION. UNDER CONDITIONS THAT EXISTED AT THE TIME OF THE ACCIDENT, THE AIRPLANE WOULD HAVE A 3-ENG RATE-OF-CLIMB OF 1,398 FPM, AND A 2-ENG RATE-OF-CLIMB OF 350 FPM.
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: 12,500 hours in all; 900 in this make and model; 150 in the last 90 days; 60 in the last 30 days; 12,200 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,791 hours
- Last inspection: approved inspection programme, January 5, 1990
- Maximum gross weight: 44,500 lb
- Seats: 12
- Landing gear: retractable
- Engine: Garrett TFE-731-3 (turbofan); 0 hours total
- Fire on the ground
The flight
- Destination: DAL Dallas TX
- Flight plan: IFR
- Runway 9L, 10,502 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 15 knots
- Visibility: 7 statute miles
- Sky: scat at 2,100 ft
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 4:42 pm from MIA, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.