Beech 400 and Raytheon Aircraft Company B300 incident near Midland, Texas, April 13, 2011
On April 13, 2011 at about 5:22 pm local time, 2 aircraft, Beech 400 (MILITARY) and Raytheon Aircraft Company B300 (N631ME), were involved in the same incident near Midland, Texas (Midland airport). The NTSB record does not give the injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
Inadequate planning and control instructions issued to the pilots involved by the trainee controller operating the local control position and inadequate supervision by the instructor responsible for the position.
Inadequate planning and control instructions issued to the pilots involved by the trainee controller operating the local control position and inadequate supervision by the instructor responsible for the position.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2011 · about 5:22 pm local time
- Place
- Midland, Texas · Midland · map
- Type
- Incident
- Injuries
- The NTSB record does not give the injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Beech 400 UNDESIGNAT · all 400s on the register
- Registration
- MILITARY · no longer on the register
- Damage
- Not recorded
- Flight
- Flight · military rules
- Aircraft 2
- Raytheon Aircraft Company B300
- Registration
- N631ME · no longer on the register · serial FL-430
- Damage
- Not recorded
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative for the Beech 400 final · quoted from the NTSB record
An air traffic control operational error and near midair collision occurred in Class C airspace when the second aircraft in a flight of two T-1 Jayhawk U.S. Air Force training airplanes (civilian-type Beech BE40 turbojets) lost separation with a Raytheon-Beech King Air 300 on final approach. Both airplanes were receiving air traffic control services from an instructor and trainee controller. Postincident investigation revealed that the trainee controller failed to issue control instructions necessary to properly sequence the second T-1 airplane and the King Air. The trainee's instructor did not intervene to resolve the conflict and the pilot of the King Air discontinued the approach to avoid the T-1 ahead.
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 NTSB's narrative for the Raytheon Aircraft Company B300 final · quoted from the NTSB record
An air traffic control operational error and near midair collision occurred in Class C airspace when the second aircraft in a flight of two T-1 Jayhawk U.S. Air Force training airplanes (civilian-type Beech BE40 turbojets) lost separation with a Raytheon-Beech King Air 300 on final approach. Both airplanes were receiving air traffic control services from an instructor and trainee controller. Postincident investigation revealed that the trainee controller failed to issue control instructions necessary to properly sequence the second T-1 airplane and the King Air. The trainee's instructor did not intervene to resolve the conflict and the pilot of the King Air discontinued the approach to avoid the T-1 ahead.
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 for the Beech 400 from the NTSB's investigation tables, in plain English
What happened, in order
- Near midair/TCAS alert/loss of separation during approach (VFR pattern base) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › ATC personnel
- cause Organizational issues › Support/oversight/monitoring › Oversight › Oversight of personnel › ATC
The aircraft
- Landing gear: fixed
- Operator: United States Air Force
The flight
- Departed from: MAF Midland TX
- Destination: MAF Midland TX
- Flight plan: VFR then IFR
Weather at the time
- Light: daylight
- Wind: from 250° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 25°F (-4°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from MAF, 5 miles away
The factual record for the Raytheon Aircraft Company B300 from the NTSB's investigation tables, in plain English
What happened, in order
- Near midair/TCAS alert/loss of separation during approach (VFR pattern final) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › ATC personnel
- cause Organizational issues › Support/oversight/monitoring › Oversight › Oversight of personnel › ATC
The aircraft
- Landing gear: fixed
- Engine 1: (turboprop); 0 hours total
- Engine 2: (turboprop); 0 hours total
- Operator: Cog Operating LLC
The flight
- Flight plan: not recorded
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 MILITARY the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number OPS11IA476.