Vans Aircraft INC RV-12 and Dehavilland DHC 1B 2-S3 mid-air collision near Bayport, New York, April 3, 2014
On April 3, 2014 at about 4:30 pm local time, 2 aircraft, Vans Aircraft INC RV-12 (N409FM) and Dehavilland DHC 1B 2-S3 (N12BH), were involved in a mid-air collision near Bayport, New York (Bayport Aerodrome airport). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilots to see and avoid each other, which resulted in a collision.
The failure of both pilots to see and avoid each other, which resulted in a collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 2014 · about 4:30 pm local time
- Place
- Bayport, New York · Bayport Aerodrome · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Vans Aircraft INC RV-12, built 2010
- Registration
- N409FM · registry record · serial 120290
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Dehavilland DHC 1B 2-S3, built 1956 · all DHC 1B 2-S3s on the register
- Registration
- N12BH · registry record · serial 157-195
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Vans Aircraft INC RV-12 final · quoted from the NTSB record
The RV-12 was inbound for landing and had joined a 45-degree approach to the left base leg for the runway. The Chipmunk had taxied to the end of the runway to conduct an engine run-up. The pilot of the RV-12 said that he made a radio call on the common traffic advisory frequency (CTAF) while he was on the 45-degree base leg and during his turn to final. The Chipmunk pilot stated that he made a radio call on the CTAF stating his intention to depart. Both pilots said that they did not hear any traffic on the CTAF, nor did they see any traffic in the pattern or on the ground. The pilot of the RV-12 stated that the front half of the Chipmunk came into his view as the RV-12 was in its landing flare. Subsequently, the propeller of the RV-12 struck the rudder and vertical stabilizer of the Chipmunk, causing substantial damage and causing the RV-12 to lose thrust. A portion of the propeller blade tip from the RV-12 and a lead rudder balance weight from the Chipmunk were later discovered on the west half of the runway. The Chipmunk continued with the takeoff and landed shortly thereafter at a nearby airport. The RV-12 landed safely immediately after the collision. Examination of the airport environment revealed that, depending on the angle and altitude of inbound aircraft and the position of aircraft on the ground, trees surrounding the approach end of the runway could block a pilot's view of arriving or departing aircraft.
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 Dehavilland DHC 1B 2-S3 final · quoted from the NTSB record
The RV-12 was inbound for landing and had joined a 45-degree approach to the left base leg for the runway. The Chipmunk had taxied to the end of the runway to conduct an engine run-up. The pilot of the RV-12 said that he made a radio call on the common traffic advisory frequency (CTAF) while he was on the 45-degree base leg and during his turn to final. The Chipmunk pilot stated that he made a radio call on the CTAF stating his intention to depart. Both pilots said that they did not hear any traffic on the CTAF, nor did they see any traffic in the pattern or on the ground. The pilot of the RV-12 stated that the front half of the Chipmunk came into his view as the RV-12 was in its landing flare. Subsequently, the propeller of the RV-12 struck the rudder and vertical stabilizer of the Chipmunk, causing substantial damage and causing the RV-12 to lose thrust. A portion of the propeller blade tip from the RV-12 and a lead rudder balance weight from the Chipmunk were later discovered on the west half of the runway. The Chipmunk continued with the takeoff and landed shortly thereafter at a nearby airport. The RV-12 landed safely immediately after the collision. Examination of the airport environment revealed that, depending on the angle and altitude of inbound aircraft and the position of aircraft on the ground, trees surrounding the approach end of the runway could block a pilot's view of arriving or departing aircraft.
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 Vans Aircraft INC RV-12 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during landing (flare/touchdown) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Effect on personnel
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 740 hours in all; 338 in this make and model; 12 in the last 90 days; 9.3 in the last 30 days; 560 as pilot in command
- Last flight review: June 23, 2012
- Medical certificate: Sport Pilot
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 338 hours
- Last inspection: condition inspection, October 1, 2013; 49 hours since
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 ULS (piston); 338 hours total
The flight
- Departed from: N30 Honesdale PA at 3:30 pm
- Destination: 23N Bayport NY
- Flight plan: none
- Runway 36, 2,740 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 11 knots
- Visibility: 10 statute miles
- Sky: scat at 14,000 ft
- Temperature: 48°F (9°C), dew point 27°F (-3°C)
- Altimeter: 30.11 inHg
- Observation at 4:56 pm from ISP, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Dehavilland DHC 1B 2-S3 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during initial climb defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Effect on personnel
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 36,000 hours in all; 10 in this make and model; 200 in the last 90 days; 60 in the last 30 days; 25,000 as pilot in command; 5,000 on instruments
- Last flight review: November 30, 2013
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 2,500 hours
- Last inspection: condition inspection, March 11, 2014; 10 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: 23N Bayport NY
- Destination: ISP New York NY
- Flight plan: VFR
- Runway 36, 2,740 ft by 150 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.