# NTSB DEN00LA148: Cessna 150H, N6999S, Albuquerque, NM, August 11, 2000 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: August 11, 2000, 09:45 local (15:45 UTC) - Place: Albuquerque, NM - Location: 35.0845° N, 106.6511° W: Placed by OpenAirDocs: center of Albuquerque, NM, within about 8 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=35.0845&lon=-106.6511&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report July 2, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 49966 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN00LA148 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/49966/pdf - Page: https://openairdocs.org/ntsb/DEN00LA148 ## Probable cause (aircraft 2) the failure of both pilots to maintain visual lookout. A contributing factor was the pilot not following recommended traffic pattern procedures. ## Probable cause (aircraft 1) the failure of both pilots to maintain visual lookout. A contributing factor was the pilot of the other aircraft not following recommended traffic pattern procedures. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Midair collision, landing - visual lookout - not maintained, pilot in command (cause) - visual lookout - not maintained, pilot of other aircraft (cause) - procedures/directives - not followed, pilot in command (contributing factor) - Midair collision, landing - visual lookout - not maintained, pilot in command (cause) - visual lookout - not maintained, pilot of other aircraft (cause) - procedures/directives - not followed, pilot in command (contributing factor) ## Analysis (aircraft 2) The Stinson was performing a full stop approach to a landing to runway 35; his radio transmitter was inoperative. Another aircraft took the active in front of him and he performed a low level 360 degrees right hand turn, on final, for spacing. A Cessna, flying a left hand traffic pattern, impacted the Stinson on short final. The FAA Aeronautical Information Manual states that, unless otherwise indicated, all VFR traffic patterns are a rectangular box with left hand turns. ## Analysis (aircraft 1) The Stinson was performing a full stop approach to a landing to runway 35; his radio transmitter was inoperative. Another aircraft took the active in front of him and he performed a low level 360 degrees right hand turn, on final, for spacing. A Cessna, flying a left hand traffic pattern, impacted the Stinson on short final. The FAA Aeronautical Information Manual states that, unless otherwise indicated, all VFR traffic patterns are a rectangular box with left hand turns. ## Factual narrative (aircraft 2) On August 11, 2000, approximately 0945 mountain daylight time, a Cessna 150H, N6999S, operated by a private individual, and a Stinson AT-19, N7080Y, operated by a private individual, collided on final approach to runway 35 at Coronado Airport, Albuquerque, New Mexico. The commercial pilot of the Cessna, the sole occupant on the airplane, received minor injuries. The airline transport pilot of the Stinson, the sole occupant on the second airplane, received minor injuries. Both flights were being conducted under Title 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. Both flights were local flights, and neither had filed a flight plan. The pilot of the Stinson said that he departed Coronado Airport at 0830 for local air-work and to practice landings at Double Eagle II Airport. He said that during the flight, his hand held transceiver's operating status became questionable; he continued to attempt transmissions. Witnesses reported not hearing any transmissions from the Stinson, and an FAA inspector reported that when he examined the radio after the accident, its battery was dead. The Stinson pilot told the FAA inspector that he flew one approach to a landing at Coronado Airport, but had to go around due to an airplane on the runway. The pilot said that he flew a second traffic pattern and again an airplane took the active runway in front of him. A witness observed the Stinson turn to the east, at 100 to 250 feet above the ground, and disappear for a short time period, and then reappear turning a right short final. Another witness reported that the Stinson performed a "low level 360 degree turn." The Stinson pilot did not report any deviations from a standard left traffic pattern. The pilot of the Cessna said that he departed Coronado Airport at 0845 for local air work. When he entered the traffic pattern for a full stop landing, witnesses reported that they heard the Cessna pilot transmit his position and intentions on the Common Traffic Advisory Frequency (CTAF). The pilot reported that while on final, he "settled" down onto the Stinson during the landing flare. During the subsequent impact, the Cessna's right wing, right wing strut, right main landing gear, nose landing gear, nose, propeller, and both wing tips were damaged. Paint transfer was found on the Cessna's wing and wing strut. The Stinson's empennage was nearly separated from its fuselage, the right main landing gear was separated from the fuselage, and both wing tips were damaged. The Federal Aviation Administration's (FAA) Aeronautical Information Manual (AIM) states that, unless otherwise indicated, all VFR traffic patterns are a rectangular box with left hand turns. Federal Aviation Regulations Part 91.113 and the AIM state that a VFR missed approach to a landing are flown down the runway or in such a manner so as not to fly over an airplane on the runway. ## Factual narrative (aircraft 1) On August 11, 2000, approximately 0945 mountain daylight time, a Cessna 150H, N6999S, operated by a private individual, and a Stinson AT-19, N7080Y, operated by a private individual, collided on final approach to runway 35 at Coronado Airport, Albuquerque, New Mexico. The commercial pilot of the Cessna, the sole occupant on the airplane, received minor injuries. The airline transport pilot of the Stinson, the sole occupant on the second airplane, received minor injuries. Both flights were being conducted under Title 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. Both flights were local flights, and neither had filed a flight plan. The pilot of the Stinson said that he departed Coronado Airport at 0830 for local air-work and to practice landings at Double Eagle II Airport. He said that during the flight, his hand held transceiver's operating status became questionable; he continued to attempt transmissions. Witnesses reported not hearing any transmissions from the Stinson, and an FAA inspector reported that when he examined the radio after the accident, its battery was dead. The Stinson pilot told the FAA inspector that he flew one approach to a landing at Coronado Airport, but had to go around due to an airplane on the runway. The pilot said that he flew a second traffic pattern and again an airplane took the active runway in front of him. A witness observed the Stinson turn to the east, at 100 to 250 feet above the ground, and disappear for a short time period, and then reappear turning a right short final. Another witness reported that the Stinson performed a "low level 360 degree turn." The Stinson pilot did not report any deviations from a standard left traffic pattern. The pilot of the Cessna said that he departed Coronado Airport at 0845 for local air work. When he entered the traffic pattern for a full stop landing, witnesses reported that they heard the Cessna pilot transmit his position and intentions on the Common Traffic Advisory Frequency (CTAF). The pilot reported that while on final, he "settled" down onto the Stinson during the landing flare. During the subsequent impact, the Cessna's right wing, right wing strut, right main landing gear, nose landing gear, nose, propeller, and both wing tips were damaged. Paint transfer was found on the Cessna's wing and wing strut. The Stinson's empennage was nearly separated from its fuselage, the right main landing gear was separated from the fuselage, and both wing tips were damaged. The Federal Aviation Administration's (FAA) Aeronautical Information Manual (AIM) states that, unless otherwise indicated, all VFR traffic patterns are a rectangular box with left hand turns. Federal Aviation Regulations Part 91.113 and the AIM state that a VFR missed approach to a landing are flown down the runway or in such a manner so as not to fly over an airplane on the runway. ## Aircraft 1 - Registration: [N6999S](https://openairdocs.org/deregistered/N6999S-2018-02-16), registration cancelled 2018-02-16, S/N 15067699 (OpenAirDocs) - Reported make and model: Cessna 150H - Registry model: [Cessna 150H](https://openairdocs.org/model/cessna-150h) (registry code 2071818) (OpenAirDocs) - Category: Airplane - Serial number: 15067699 - Engines: Continental O-200-A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Robert E. Hartman - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 14, 2000, 32 hours before - Departed: 4AC - Airport: 4AC, Coronado Airport, runway 35, 4,010 × 60 ft, asphalt ## Aircraft 2 - Registration: [N7080Y](https://openairdocs.org/aircraft/N7080Y), registered now, S/N 77-365A (OpenAirDocs) - Reported make and model: Stinson AT-19 - Registry model: [Stinson/Shacklette AT-19](https://openairdocs.org/model/stinson-shacklette-at-19) (registry code 8631805) (OpenAirDocs) - Category: Airplane - Serial number: 77-365 - Airframe hours: 116 - Engines: Lycoming R-680 300 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Richard C. Mcmarlin - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 3, 2000, 10 hours before - Departed: 4AC - Airport: 4AC, Coronado Airport, runway 35, 4,010 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N6999S; age 81; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 6,572 total, 3,100 in this make and model, 6,357 as pilot in command, 1 in the last 24 hours - Pilot, aircraft N7080Y; age 43; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 14,500 total, 200 in this make and model, 10,500 as pilot in command, 250 in the last 90 days, 100 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 77 °F, dew point 55 °F - Altimeter: 30.00 inHg - Observed at: ABQ, 8 nm away ## FAA reports on this event (2) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20000811011251A](https://openairdocs.org/incident/20000811011251A), Aug 11, 2000: Cessna 150H, Albuquerque, NM, Substantial damage. (-23) On August 11, 2000 at approx. 0950 MDT a Cessna 150H, N6999S, being operated by a private individual and a Stinson AT-19, N7080Y, being operated by a… - [Accident 20000811011252A](https://openairdocs.org/incident/20000811011252A), Aug 11, 2000: Stnson AT19, Albuquerque, NM, Destroyed. (-23) On August 11, 2000 approx. 0950 MDT. A Cessna 150 h, N6999S, being operated by a private individual, and a Stinson AT-19, N7080Y, being operated by a… ## Other investigations on N6999S (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB DEN69D0188](https://openairdocs.org/ntsb/DEN69D0188), Mar 12, 1969: Cessna 150 (N6999S), Albuquerque, NM, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.