Boeing A75N1 and Taylorcraft BC12-D accident near Medford, Oregon, February 6, 1982
On February 6, 1982 at about 6:55 pm local time, 2 aircraft, Boeing A75N1 (N56270) and Taylorcraft BC12-D (N95078), were involved in the same accident near Medford, Oregon (Medford-Jackson County airport). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
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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 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 1982 · about 6:55 pm local time
- Place
- Medford, Oregon · Medford-Jackson County · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing A75N1 · all A75N1s on the register
- Registration
- N56270 · no longer on the register · serial 753577
- Damage
- Minor damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
- Aircraft 2
- Taylorcraft BC12-D · all BC12-Ds on the register
- Registration
- N95078 · registry record · serial 9478
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing A75N1 final · quoted from the NTSB record
THE PILOT OF BOEING STEARMAN A75N1, N56270, REPORTED THAT HIS VHF RADIO HAD A MALFUNCTIONING FREQUENCY SELECTOR WHICH NECESSITATED MANUALLY SETTING THE MEDFORD TOWER FREQUENCY PRIOR TO TAXIING. THIS PROBLEM PREVENTED HIM FROM SELECTING OTHER FREQUENCIES. HE CALLED THE CONTROL TOWER WHILE HE WAS TAXIING, JUST AFTER PASSING A CESSNA 150. HE REPORTED THAT AT THAT TIME, HE WAS LOOKING OUT HIS RIGHT SIDE TO ASSURE CLEARANCE FROM PARKED AIRCRAFT. HE ALSO STATED THAT TAYLORCRAFT, N95078, HAD ROUNDED A CORNER BEYOND THE NOSE OF HIS AIRCRAFT AND WAS APPROACHING ON HIS LEFT, BUT HE DID NOT SEE THE TAYLORCRAFT UNTIL THEY COLLIDED. AT 1054:50, GROUND CONTROL HAD ADVISED N95078 OF THE ONCOMING STEARMAN, AND N95078 HAD STEARED RIGHT TO PROVIDE CLEARANCE. THE STEARMAN PILOT MADE HIS FIRST CALL TO THE TOWER AT 1055. SHORTLY THEREAFTER, THE TAYLORCRAFT PILOT NOTED THE PLANES CONVERGING AND TURNED TO AVOID A COLLISION. HOWEVER, THE LEFT WING OF EACH STRUCK ONE ANOTHER. N95078 WAS SUBSTANTIALLY DAMAGED.
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 Taylorcraft BC12-D final · quoted from the NTSB record
AFTER LANDING THE PILOT OF TAYLORCRAFT, N9507B, WAS CLEARED TO PROCEED TO HIS PARKING AREA. AT 1054:50, GROUND CONTROL ADVISED HIM OF STEARMAN, N56270, APPROACHING FROM THE OPPOSITE DIRECTION. THE TAYLORCRAFT PILOT ADJUSTED HIS TAXI PATH TO THE RIGHT OF THE TAXIWAY TO CLEAR THE ONCOMING STEARMAN. WHILE TAXIING AT 1055, THE STEARMAN PILOT CALLED ON TOWER FREQUENCY AND REPORTED "READY FOR WESTBOUND TAKEOFF." THIS WAS HIS FIRST RADIO TRANSMISSION FOR THAT FLIGHT. SHORTLY THEREAFTER, THE TAYLORCRAFT PILOT NOTED THAT THE STEARMAN WAS CONVERGING AND MADE AN EVASIVE RIGHT TURN OFF OF THE TAXIWAY AND INTO THE GRASS. HOWEVER, THE LEFT WING OF EACH AIRCRAFT COLLIDED WITH ONE ANOTHER. THE STEARMAN RECEIVED MINOR DAMAGE WHILE THE TAYLORCRAFT WAS SUBSTANTIALLY DAMAGED.
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 Boeing A75N1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 3,060 hours in all; 750 in this make and model; 35 in the last 90 days; 18 in the last 30 days; 2,995 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 6,977 hours
- Last inspection: inspection type not recorded; 5 hours since
- Maximum gross weight: 2,717 lb
- Seats: 2
- Landing gear: fixed
- Engine: P & W R-985 (piston); 0 hours total
The flight
- Departed from: MFR Medford OR at 10:55 am
- Destination: MFR Medford OR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 3 knots
- Visibility: 25 statute miles
- Sky: overcast at 25,000 ft; not recorded
- Temperature: 97°F (36°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 11:00 am from MFR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Taylorcraft BC12-D from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 152 hours in all; 152 in this make and model; 16 in the last 90 days; 6 in the last 30 days; 104 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 3,115 hours
- Last inspection: inspection type not recorded; 40 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-75 (piston); 0 hours total
The flight
- Departed from: MFR Medford OR at 9:30 am
- Destination: MFR Medford OR
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 SEA82DA028.