Cessna 150E and Cessna TU206F mid-air collision near Longmont, Colorado, November 7, 1999
On November 7, 1999 at about 6:30 pm local time, 2 aircraft, Cessna 150E (N6158T) and Cessna TU206F (N8758Q), were involved in a mid-air collision near Longmont, Colorado (Vance Brand Airport). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot of N6158T's failure to follow right-of-way VFR procedures for converging aircraft and the pilot's inadequate visual lookout.
The pilot of the other aircraft's failure to follow right-of-way VFR procedures and inadequate visual lookout.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 7, 1999 · about 6:30 pm local time
- Place
- Longmont, Colorado · Vance Brand Airport · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 150E · all 150Es on the register
- Registration
- N6158T · registry record · serial 15060858
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna TU206F · all TU206Fs on the register
- Registration
- N8758Q · registry record · serial U20603511
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 150E final · quoted from the NTSB record
N6158T and N8758Q were both maneuvering 3 miles southwest of the airport at 6,100 feet msl while waiting for a break in traffic at the airport. The pilot of N6158T observed N8758Q to his right with their flight paths converging. He banked to the left, and the two aircraft then made contact. Both aircraft landed at the airport without further incident. N8758Q sustained minor wingtip damage; however, a rib in the left wingtip of N6158T was bent. According to FAR Part 91.113 (b), 'When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.' Subpart (d) states, 'When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way.'
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 TU206F final · quoted from the NTSB record
N6158T and N8758Q were both maneuvering 3 miles southwest of the airport at 6,100 feet msl while waiting for a break in traffic at the airport. The pilot of N6158T observed N8758Q to his right with their flight paths converging. He banked to the left, and the two aircraft then made contact. Both aircraft landed at the airport without further incident. N8758Q sustained minor wingtip damage; however, a rib in the left wingtip of N6158T was bent. According to FAR Part 91.113 (b), 'When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.' Subpart (d) states, 'When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way.'
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 150E from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 507 hours in all; 97 in this make and model; 28 in the last 90 days; 6 in the last 30 days; 431 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,080 hours
- Last inspection: annual inspection, October 7, 1999; 7 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: 2V2 CO at 5:30 pm
- Flight plan: none
- Runway 29, 4,800 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 19°F (-7°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna TU206F from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,502 hours in all; 725 in this make and model; 1,352 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,250 hours
- Last inspection: annual inspection, October 17, 1999; 3 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental TSIO-520-C (piston); 0 hours total
The flight
- Departed from: 2V2 CO at 5:00 pm
- Flight plan: none
- Runway 29, 4,800 ft by 75 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.