Cessna 172H and Piper PA-28-140 accident near Millville, New Jersey, June 9, 1994
On June 9, 1994 at about 4:14 pm local time, 2 aircraft, Cessna 172H (N4964R) and Piper PA-28-140 (N509TH), were involved in the same accident near Millville, New Jersey (Millville Muni airport). 2 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the Cessna's pilot-in-command to perform an adequate visual lookout.
THE FAILURE OF THE CESSNA'S PILOT-IN-COMMAND TO PERFORM AN ADEQUATE VISUAL LOOKOUT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 1994 · about 4:14 pm local time
- Place
- Millville, New Jersey · Millville Muni
- Type
- Accident · collision on the ground
- Injuries
- 2 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172H · all 172Hs on the register
- Registration
- N4964R · no longer on the register · serial 17256318
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N509TH · no longer on the register · serial 28-22378
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172H final · quoted from the NTSB record
According to the FSS frequency transcription, a Cessna at the hold short line for the active runway called for clearance to takeoff. The airport was uncontrolled but had a FSS on the field. The FSS personnel asked if he needed an airport advisory and the person stated 'no.' The FSS personnel stated '...advise when airborne. The Cessna occupant broadcasted that he was '...taking the active.' The Cessna was in a right turn near the centerline of the runway when it collided with a Piper that had landed and was starting to rotate for takeoff. The Piper's propeller blades impacted the aft outboard section of the Cessna's left wing. The pilot of the Piper stated that he did not hear the Cessna pilot's last broadcast and did not see the Cessna until it was too late for evasive action. The FSS transcription revealed that the last transmission made by the Piper was that he was on the downwind leg of the traffic pattern and was inbound for a touch and go. Both Cessna occupants were pilots. It was not determined where the Cessna occupants were seated nor who was controlling the airplane at the time of the accident.
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 Piper PA-28-140 final · quoted from the NTSB record
According to the FSS frequency transcription, a Cessna at the hold short line for the active runway called for takeoff clearance. The airport was uncontrolled but had a FSS on the field. The FSS personnel asked if he needed an airport advisory and the person stated 'no.' The FSS personnel stated '...advise when airborne.' The Cessna pilot broadcasted that he was '...taking the active.' The Cessna was in a right turn near the centerline of the runway when it collided with a Piper that had landed and was starting to rotate for takeoff. The Piper's propeller blades impacted the aft outboard section of the Cessna's left wing. The pilot of the Piper stated that he did not hear the Cessna pilot's last broadcast and did not see the Cessna until it was too late for evasive action. The FSS transcription revealed that the last transmission made by the Piper pilot was that he was on the downwind leg of the traffic pattern and was inbound for a touch and go. Both Cessna occupants were pilots. It was not determined where the Cessna occupants were seated nor who was controlling the airplane at the time of the accident.
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 Cessna 172H from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea
- Flight time: 497 hours in all; 11 in the last 90 days; 375 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: annual inspection, April 22, 1994
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
- Fire on the ground
- Operator: Mcguire Afb Aero Club
The flight
- Departed from: MIV at 4:00 am
- Destination: Mcguire Afb NJ
- Flight plan: none
- Runway 32, 5,057 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 070° at 5 knots
- Visibility: 15 statute miles
- Temperature: 73°F (23°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 4:20 pm from MIV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Piper PA-28-140 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: student
- Flight time: 25 hours in all; 25 in this make and model; 25 in the last 90 days; 7 in the last 30 days; 1 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, April 1, 1994
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
- Fire on the ground
- Operator: Titan Aviation Academy
The flight
- Departed from: MIV at 4:00 am
- Destination: MIV NJ
- Flight plan: none
- Runway 32, 5,057 ft by 150 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.