Aerotek PITTS SPECIAL S-1S and Piper PA-28-140 mid-air collision near Westminster, Maryland, December 27, 2014
On December 27, 2014 at about 8:45 pm local time, 2 aircraft, Aerotek PITTS SPECIAL S-1S (N49294) and Piper PA-28-140 (N95297), were involved in a mid-air collision near Westminster, Maryland (Carroll County Airport). 1 person was seriously injured; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to see and avoid the other airplane, which resulted in a midair collision while both airplanes were on final approach to land.
The other pilot’s failure to see and avoid the airplane, which resulted in a midair collision while both airplanes were on final approach to land.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 2014 · about 8:45 pm local time
- Place
- Westminster, Maryland · Carroll County Airport · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Aerotek PITTS SPECIAL S-1S, built 1978 · all PITTS SPECIAL S-1Ss on the register
- Registration
- N49294 · no longer on the register · serial 1-0060
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-28-140, built 1969 · all PA-28-140s on the register
- Registration
- N95297 · no longer on the register · serial 28-25877
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Aerotek PITTS SPECIAL S-1S final · quoted from the NTSB record
A Piper PA-28-140 and a Pitts Special S-1S collided in midair while both airplanes were on final approach to land. The Piper was equipped with a two-way radio and the Pitts was not. Both pilots were flying their airplanes on a visual approach to the same runway; the Piper entered the traffic pattern on the downwind leg, and the Pitts entered the traffic pattern on the crosswind leg. According to the Piper pilot, he made radio calls during each leg of the traffic pattern to announce his position, and, after beginning the final approach about 1.5 nautical miles from the runway threshold, he observed the Pitts on the downwind leg. The Pitts pilot reported that he flew a tighter traffic pattern and that he did not see the Piper. Witnesses reported that, as the airplanes were on short final, the Pitts converged on the Piper from behind and above. The Pitts' tailwheel struck the top of the Piper's fuselage, and the right main landing gear struck the cowling and was subsequently separated by the Piper's propeller. After the collision, the Pitts entered a dive and then impacted the ground, which resulted in substantial damage to the wings and elevator. The Piper pilot landed the airplane on the runway; the airplane sustained substantial damage to the fuselage from the collision.
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
A Piper PA-28-140 and a Pitts Special S-1S collided in midair while both airplanes were on final approach to land. The Piper was equipped with a two-way radio and the Pitts was not. Both pilots were flying their airplanes on a visual approach to the same runway; the Piper entered the traffic pattern on the downwind leg, and the Pitts entered the traffic pattern on the crosswind leg. According to the Piper pilot, he made radio calls during each leg of the traffic pattern to announce his position, and, after beginning the final approach about 1.5 nautical miles from the runway threshold, he observed the Pitts on the downwind leg. The Pitts pilot reported that he flew a tighter traffic pattern and that he did not see the Piper. Witnesses reported that, as the airplanes were on short final, the Pitts converged on the Piper from behind and above. The Pitts' tailwheel struck the top of the Piper's fuselage, and the right main landing gear struck the cowling and was subsequently separated by the Piper's propeller. After the collision, the Pitts entered a dive and then impacted the ground, which resulted in substantial damage to the wings and elevator. The Piper pilot landed the airplane on the runway; the airplane sustained substantial damage to the fuselage from the collision.
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 Aerotek PITTS SPECIAL S-1S from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern final) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,068.5 hours in all; 59.5 in this make and model; 8 in the last 90 days; 2.9 in the last 30 days; 985 as pilot in command
- Last flight review: July 19, 2013
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 22.6 hours
- Last inspection: annual inspection, April 18, 2014; 432 hours since
- Maximum gross weight: 1,150 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming IO-360-B4A (piston); 454 hours total
The flight
- Departed from: DMW Westminster MD at 8:35 pm
- Destination: DMW Westminster MD
- Flight plan: none
- Runway 16, 5,100 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 19°F (-7°C)
- Altimeter: 30.13 inHg
- Observation at 8:55 pm from DMW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Piper PA-28-140 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern final) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 305.2 hours in all; 256.7 as pilot in command
- Last flight review: April 13, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,626.6 hours
- Last inspection: annual inspection, July 4, 2014
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 2,627 hours total
The flight
- Departed from: LNS Lancaster PA at 8:00 pm
- Destination: DMW Westminster MD
- Flight plan: none
- Runway 16, 5,100 ft by 100 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA15LA084.