MIA93LA199

The airstrip owner had advised the pilot of a Boeing E75 (N43320) to use a right traffic pattern for landing due to the number of aircraft involved in a fly-in. As the E75 pilot was in a right pattern to land, a Cessna 150 (N2660J), which was arriving from another airport, was in a left pattern for landing on the same runway. Subsequently, the 2 aircraft converged on final approach & collided. Both acft touched down hard & sustained substantial damage; the occupants of both aircraft received minor injuries. Both pilots were monitoring the same radio frequency of a nearby airport, but neither pilot transmitted intentions for landing. Investigation revealed that just before the collision, the Cessna 150 was below the Boeing E75 as they converged. According to the airman's information manual, all turns in the traffic pattern should have been made to the left, while approaching to land, unless a traffic pattern indicator indicated otherwise. Neither a traffic pattern indicator nor a UNICOM radio were installed at the airstrip.

The airstrip owner had advised the pilot of a Boeing E75 (N43320) to use a right traffic pattern for landing due to the number of aircraft involved in a fly-in. As the E75 pilot was in a right pattern to land, a Cessna 150 (N2660J), which was arriving from another airport, was in a left pattern for landing on the same runway. Subsequently, the 2 aircraft converged on final approach & collided. Both acft touched down hard & sustained substantial damage; the occupants of both aircraft received minor injuries. Both pilots were monitoring the same radio frequency of a nearby airport, but neither pilot transmitted intentions for landing. Investigation revealed that just before the collision, the Cessna 150 was below the Boeing E75 as they converged. According to the airman's information manual, all turns in the traffic pattern should have been made to the left, while approaching to land, unless a traffic pattern indicator indicated otherwise. Neither a traffic pattern indicator nor a UNICOM radio were installed at the airstrip.

Same as MIA93LA199A.

On September 23, 1993, about 1320 eastern daylight time, a Boeing E75, N43320, registered to and operated by Michael B. Danforth, and a Cessna 150G, N2660J, registered to and operated by Robert J. Gilpatrick, collided while both airplanes were on final approach to land at the Lafayette Landings private airstrip near Deland, Florida. Both airplanes were operating under 14 CFR Part 91 as personal flights. Visual meteorological conditions prevailed at the time and flight plans were not filed for either flight. Both airplanes were substantially damaged and the private-rated pilot and passenger of N43320 sustained minor injuries. The commercial rated pilot and passenger of N2660J sustained minor injuries. The time of departure for N43320 was about 1300 from the Lafayette Landings Airstrip. The time of departure for N2660J from the Deland Municipal Airport was also about 1300.

The owner of the airstrip advised the pilot of N43320 in a meeting before the first flight of the day to use right traffic pattern for landing due to a large number of airplanes that were participating in a fly-in. The owner's wife stated that the pilot of N2660J had flown into the airstrip before and he was not advised that he was prohibited from flying into the airstrip for the fly-in.

The pilot of N43320 stated that the flight departed, flew to the northwest then returned for landing entering right downwind for runway 33. The flight turned right base then final and while on short final, the airplane yawed to the right and landed hard. He also stated that he was monitoring 122.8 but he did not transmit his landing intentions. He exited the airplane and was taken to a nearby hospital for examination where he was released that evening.

The pilot of N2660J stated that the flight arrived at the airstrip and he performed a 360-degree turn to observe airplanes in the traffic pattern. He entered left midfield downwind for runway 33 then turned left base and final. While on final approach, his passenger advised him of the proximity of N43320 but he did not maneuver because of this. The propeller of N2660J then contacted the right side of the empennage of N43320, after which N2660J descended and landed hard, bounced, yawed to the left and came to rest. He also stated that he was monitoring 122.8 but he did not transmit his landing intentions. Review of a photograph taken before the accident while both airplanes were on final approach reveals that the Cessna (N2660J) was below the Boeing (N43320).

According to a witness who is a relative of the pilot of N43320, he observed N43320 on right downwind. He diverted his attention momentarily and then observed N43320 when it was on final approach. He observed N2660J turning left base to final in front of N43320 which flew over and in front of N2660J.

Review of the Airmans Information Manual paragraph 4-52 section 5 reveals that "When approaching for landing, all turns must be made to the left unless a traffic pattern indicator indicates that turns should be made to the right."

A traffic pattern indicator, and UNICOM radio were not installed at the airstrip. A windsock was installed at the airstrip.