Beech C90 and Cessna 172P mid-air collision near Gadsden, Alabama, November 5, 1989
On November 5, 1989 at about 5:38 pm local time, 2 aircraft, Beech C90 (N3804F) and Cessna 172P (N52244), were involved in a mid-air collision near Gadsden, Alabama (Gadsen Muni airport). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE PILOTS OF BOTH AIRCRAFT TO MAINTAIN ADEQUATE VISUAL LOOKOUT TO SEE-AND-AVOID THE OTHER AIRCRAFT.
FAILURE OF THE PILOTS OF BOTH AIRCRAFT TO MAINTAIN ADEQUATE VISUAL LOOKOUT TO SEE-AND-AVOID THE OTHER AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 5, 1989 · about 5:38 pm local time
- Place
- Gadsden, Alabama · Gadsen Muni · map
- Type
- Accident · mid-air collision
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Beech C90 · all C90s on the register
- Registration
- N3804F · no longer on the register · serial LJ-947
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172P · all 172Ps on the register
- Registration
- N52244 · no longer on the register · serial 17274454
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Beech C90 final · quoted from the NTSB record
A BEECH C90 (N3804F) & A CESSNA 172 (N52244) COLLIDED AT AN ALT OF ABOUT 200 TO 300 FT AGL AS THE 2 ACFT WERE TAKING OFF ON INTERSECTING RWYS AT AN UNCONTROLLED ARPT. THE BEECH PLTS WERE DEPARTING FROM RWY 6 WITH AN IFR FLIGHT PLAN, WHILE THE CESSNA PLTS WERE IN THE PATTERN ON AN INSTRUCTIONAL FLT, PERFORMING A TOUCH & GO. TWO ATP PILOTS WERE IN THE BEECH; AN INSTRUCTOR PLT (CFI) & A LOW-TIME STUDENT WERE IN THE CESSNA. BASED ON WITNESS INFORMATION, THE CESSNA CREW MADE AT LEAST 1 RADIO CALL ON UNICOM WHILE IN THE PATTERN BEFORE LNDG, AND ANOTHER CALL WHILE TAKING OFF. THE BEECH CREW REPORTEDLY MADE A RADIO CALL AS THE TAKEOFF ROLL WAS BEGUN. NEITHER FLT CREW APPEARED TO TAKE ANY EVASIVE ACTION UNTIL JUST BEFORE IMPACT. THE BEECH PLTS HAD RECEIVED A FLT PLAN CLEARANCE ON ANOTHER FREQ SHORTLY BEFORE TAKING OFF.
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 Cessna 172P final · quoted from the NTSB record
A BEECH C90 (N3804F) & A CESSNA 172 (N52244) COLLIDED AT AN ALT OF ABOUT 200 TO 300 FT AGL AS THE 2 ACFT WERE TAKING OFF ON INTERSECTING RWYS AT AN UNCONTROLLED ARPT. THE BEECH PLTS WERE DEPARTING FROM RWY 6 WITH AN IFR FLIGHT PLAN, WHILE THE CESSNA PLTS WERE IN THE PATTERN ON AN INSTRUCTIONAL FLT, PERFORMING A TOUCH & GO. TWO ATP PILOTS WERE IN THE BEECH; AN INSTRUCTOR PLT (CFI) & A LOW-TIME STUDENT WERE IN THE CESSNA. BASED ON WITNESS INFORMATION, THE CESSNA CREW MADE AT LEAST 1 RADIO CALL ON UNICOM WHILE IN THE PATTERN BEFORE LNDG, AND ANOTHER CALL WHILE TAKING OFF. THE BEECH CREW REPORTEDLY MADE A RADIO CALL AS THE TAKEOFF ROLL WAS BEGUN. NEITHER FLT CREW APPEARED TO TAKE ANY EVASIVE ACTION UNTIL JUST BEFORE IMPACT. THE BEECH PLTS HAD RECEIVED A FLT PLAN CLEARANCE ON ANOTHER FREQ SHORTLY BEFORE TAKING OFF.
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 C90 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 10,000 hours in all; 125 in the last 90 days; 42 in the last 30 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,449 hours
- Last inspection: continuous airworthiness programme, August 7, 1989; 70 hours since
- Maximum gross weight: 9,650 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT6A-21 (turboprop); 0 hours total
- Fire on the ground
- Operator: Gulf States Steel, INC.
The flight
- Destination: GSP Greer SC
- Flight plan: IFR
- Runway 6, 6,803 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 5 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 25,000 ft; not recorded
- Temperature: 73°F (23°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 5:40 pm from ANB, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
The factual record for the Cessna 172P from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,600 hours in all; 200 in this make and model; 101 in the last 90 days; 19 in the last 30 days; 900 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,100 hours
- Last inspection: 100-hour inspection, October 12, 1989; 50 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
- Operator: Aviation Services Of Gadsden
The flight
- Flight plan: none
- Runway 18, 4,803 ft by 150 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.