Piper PA-31-T1 and Cessna 152 mid-air collision near Montgomery, New York, August 29, 1986
On August 29, 1986 at about 9:30 pm local time, 2 aircraft, Piper PA-31-T1 (N284MC) and Cessna 152 (N4845B), were involved in a mid-air collision near Montgomery, New York (Orange County airport). 1 person was killed and 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
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 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 29, 1986 · about 9:30 pm local time
- Place
- Montgomery, New York · Orange County · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed and 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-31-T1 · all PA-31-T1s on the register
- Registration
- N284MC · no longer on the register · serial 1104012
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 152 · all 152s on the register
- Registration
- N4845B · no longer on the register · serial 15283669
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-31-T1 final · quoted from the NTSB record
AFTER CANCELING HIS IFR FLIGHT PLAN, THE PA-31 PILOT ENTERED THE TRAFFIC PATTERN FOR RWY 26 ON A CROSSWIND LEG. HE DID NOT SEE ANY TRAFFIC ON DOWNWIND AS HE ENTERED THE PATTERN. HE VISUALLY CLEARED THE AREA BELOW AND TO HIS RIGHT WHILE ON DOWNWIND AND AS HE LOOKED UP AND FORWARD HE SAW THE CESSNA 152 IN FRONT OF HIM. THE CESSNA WAS ALSO ON THE DOWNWIND LEG FOR RWY 26. THE PA-31 PILOT, UPON SEEING THE CESSNA, PULLED UP AND TO THE RIGHT, BUT THE LEFT LANDING GEAR AND UNDERSIDE OF HIS AIRCRAFT DESTROYED THE EMPENNAGE OF THE CESSNA WHICH SUBSEQUENTLY DESCENDED UNCONTROLLED TO GROUND IMPACT. THE PA-31 PILOT WAS ABLE TO LAND HIS AIRCRAFT, BUT THE LEFT GEAR COLLAPSED DURING THE LANDING ROLL.
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 152 final · quoted from the NTSB record
AFTER CANCELING HIS IFR FLIGHT PLAN, THE PA-31 PILOT ENTERED THE TRAFFIC PATTERN FOR RWY 26 ON A CROSSWIND LEG. HE DID NOT SEE ANY TRAFFIC ON DOWNWIND AS HE ENTERED THE PATTERN. HE VISUALLY CLEARED THE AREA BELOW AND TO HIS RIGHT WHILE ON DOWNWIND AND AS HE LOOKED UP AND FORWARD HE SAW THE CESSNA 152 IN FRONT OF HIM. THE CESSNA WAS ALSO ON THE DOWNWIND LEG FOR RWY 26. THE PA-31 PILOT, UPON SEEING THE CESSNA, PULLED UP AND TO THE RIGHT, BUT THE LEFT LANDING GEAR AND UNDERSIDE OF HIS AIRCRAFT DESTROYED THE EMPENNAGE OF THE CESSNA WHICH SUBSEQUENTLY DESCENDED UNCONTROLLED TO GROUND IMPACT. THE PA-31 PILOT WAS ABLE TO LAND HIS AIRCRAFT, BUT THE LEFT GEAR COLLAPSED DURING THE LANDING ROLL.
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 Piper PA-31-T1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,373 hours in all; 285 in this make and model; 69 in the last 90 days; 7,206 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 265 hours
- Last inspection: continuous airworthiness programme, October 25, 1985; 70 hours since
- Maximum gross weight: 6,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT6R-11 (turboprop); 0 hours total
The flight
- Departed from: ROC Rochester NY at 8:45 pm
- Destination: MGJ Montgomery NY
- Flight plan: IFR
- Runway 21, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 6 knots
- Visibility: 40 statute miles
- Sky: broken clouds at 5,000 ft; not recorded
- Temperature: 61°F (16°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 9:45 pm from SWF, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 152 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 389 hours in all; 25 in the last 30 days; 258 as pilot in command; 28 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,527 hours
- Last inspection: annual inspection, June 29, 1986; 60 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Flight plan: none
- Runway 26, 4,000 ft by 100 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.