Boeing A75N1(PT17) and Mooney M20J accident near Farmington, Delaware, November 27, 2015
On November 27, 2015 at about 9:30 pm local time, 2 aircraft, Boeing A75N1(PT17) (N53488) and Mooney M20J (N201HK), were involved in the same accident near Farmington, Delaware (Chorman 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
Both pilots' failure to maintain visual separation during landing at non-towered airport. Contributing to the accident was the Mooney pilot's lack of prompt evasive action once the biplane had been spotted on the same runway.
Both pilots' failure to maintain visual separation during landing at an uncontrolled airport. Contributing to the accident was the Mooney pilot's lack of prompt evasive action once the biplane had been spotted on the same runway. In addition, the biplane pilots failure to ensure a clear runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 27, 2015 · about 9:30 pm local time
- Place
- Farmington, Delaware · Chorman · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing A75N1(PT17) UNDESIGNAT, built 1942 · all A75N1(PT17)s on the register
- Registration
- N53488 · registry record · serial 75-2284
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Mooney M20J NO SERIES, built 1977 · all M20Js on the register
- Registration
- N201HK · no longer on the register · serial 24-0177
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing A75N1(PT17) final · quoted from the NTSB record
According to the pilots of the Mooney and the Boeing tail-wheel biplane, they arrived at the non-towered airport and entered the traffic patterns for opposing sides of the 3,588-foot-long by 37-foot-wide runway at approximately the same time. The Mooney entered the pattern on a left downwind for runway 34. The pilot stated he made radio calls over the Common Traffic Advisory Frequency at each leg of the traffic pattern. The pilot of the biplane entered the left 45-degree entry for downwind to runway 16 because winds appeared to favor that runway. The biplane was not equipped with a two-way radio. As the pilot of the Mooney touched down on runway 34, he saw the biplane on the opposite end. The Mooney pilot stopped his airplane on the runway about 300 feet from the biplane, and observed the biplane continue to taxi towards him. When it appeared that the biplane was not going to stop, he applied power and took take evasive action to the left. The pilot of the biplane had limited forward visibility due to its nose high, tail-wheel configuration, and he was unable to "s-turn" the biplane as he taxied due to the runway's narrow width. He did not did not see the Mooney until it passed under his right wing and they collided. Neither pilot reported any mechanical problems with their respective airplanes. Federal Aviation Administration inspectors examined both airplane's after the accident noted that each had been substantially damaged during the collision. The Mooney tail assembly was partially detached from the fuselage and bent 25 degrees to the left, while the bottom right wing spar of the biplane was damaged.
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 Mooney M20J final · quoted from the NTSB record
According to the pilots of the Mooney and the Boeing (Biplane), they arrived at the uncontrolled field and landed on opposing sides of the runway at approximately the same time. The Mooney entered the left downwind pattern for a landing on runway 34. He stated he made radio calls over the Common Traffic Advisory Frequency at each leg of the traffic pattern. The pilot of the Biplane entered the left 45 degree entry for downwind for runway 16. He stated he was not equipped with radios, but scanned the area for traffic and did not see the any other aircraft in the pattern. The Biplane landed on runway 16 and proceeded to roll out. The Mooney landed on runway 34 and came to a stop when he saw the Biplane on the runway. According to the pilot of the Mooney, he first saw the Biplane on landing roll at the opposite side of the runway and thought he was going to stop. When it appeared that the Biplane was not going to stop, he gave it full power and attempted to take evasive action to the left. The pilot of the Biplane did not see the other airplane until it passed under his right wing and he felt the subsequent collision. Both pilots reported they did not see the other airplane in the pattern or during landing. Neither pilot reported any mechanical problems with their respective airplanes. Federal Aviation Administration Inspectors arrived on scene and confirmed substantial damage to both airplanes. The Mooney tail assembly was partially detached from the fuselage and bent 25 degrees to the left. The bottom right wing spar of the Biplane was damaged.
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 Boeing A75N1(PT17) from the NTSB's investigation tables, in plain English
What happened, in order
- Runway incursion veh/AC/person during landing (landing roll)
- Ground collision during landing (landing roll) 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
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot of other aircraft
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 19,904 hours in all; 50 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 19,750 as pilot in command; 108 on instruments
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 1,789.4 hours
- Last inspection: annual inspection, June 26, 2015
- Maximum gross weight: 2,635 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental W-670-6N (piston); 0 hours total
- Operator: Allen Chorman & Son, LLC
The flight
- Departed from: Milford DE at 8:45 pm
- Destination: D74 Farmington DE
- Flight plan: none
- Runway 16, 3,588 ft by 37 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 48°F (9°C)
- Altimeter: 30.37 inHg
- Observation at 10:54 pm from GED, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
The factual record for the Mooney M20J from the NTSB's investigation tables, in plain English
What happened, in order
- Runway incursion veh/AC/person during landing (landing roll)
- Ground collision during landing (landing roll) 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
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot of other aircraft
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,463 hours in all; 920 in this make and model; 37 in the last 90 days; 7 in the last 30 days; 4,385 as pilot in command
- Last flight review: June 28, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,019.3 hours
- Last inspection: annual inspection, July 17, 2015
- Maximum gross weight: 2,745 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A3B6 (piston); 327 hours total
The flight
- Departed from: D74 Farmington DE
- Destination: D74 Farmington DE
- Flight plan: none
- Runway 34, 3,588 ft by 37 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N53488 the same tail number, which may have belonged to a different aircraft at the time
1987-10-16BFO88DHD02 · accident near Milton, DE · substantial damage · no injuries
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.