Cessna 152 and Piper PA-38-112 mid-air collision near La Porte, Texas, October 2, 1983
On October 2, 1983 at about 10:05 pm local time, 2 aircraft, Cessna 152 (N6281Q) and Piper PA-38-112 (N9132A), were involved in a mid-air collision near La Porte, Texas (La Porte Muni airport). 1 person was killed; 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
- October 2, 1983 · about 10:05 pm local time
- Place
- La Porte, Texas · La Porte Muni · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 152 · all 152s on the register
- Registration
- N6281Q · no longer on the register · serial 15285218
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N9132A · no longer on the register · serial 38-82A0099
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 152 final · quoted from the NTSB record
CESSNA 152, N6281Q, & PIPER PA-38, N9132A, WERE BOTH ON LOCAL, SOLO STUDENT FLTS. THE PLT OF A 3RD ACFT, WHO WAS HOLDING SHORT FOR TAKEOFF ON RWY 12, OBSERVED THE CESSNA 152 & PIPER PA-38 ON FINAL APCH. RECOGNIZING THE POTENTIAL FOR A MID-AIR COLLISION, HE TRANSMITTED A WARNING ON THE LOCAL UNICOM FREQ. THE PLT OF THE PA-38 HEARD THE TRANSMISSION & INITIATED A GO-AROUND & CONTINUED STRAIGHT AHEAD. THE CESSNA PLT CONTINUED THE LANDING, & AFTER A SHORT ROLL, HE TOOK OFF AGAIN. AFTER TAKING OFF, THE CESSNA WAS OBSERVED CLIMBING STRAIGHT AHEAD AT A STEEPER ANGLE THAN THE PA-38. SUBSEQUENTLY, THE CESSNA CLIMBED SLIGHTLY AHEAD OF & INTO THE PA-38'S PROP. DURING THE ACCIDENT, THE EMPENNAGE OF THE CESSNA SEPARATED & THE CESSNA IMMEDIATELY FELL & CRASHED. THE COLLISON CAUSED A SUDDEN STOPPAGE OF THE PA-38'S ENG. SUBSEQUENTLY, THE PA-38 PLT MADE A FORCED LANDNG OFF THE END OF THE RWY. SUBSTANTIAL DAMAGE OCCURRED TO THE PA-38 DURING THE FORCED LANDING.
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-38-112 final · quoted from the NTSB record
CESSNA 152, N6281Q, & PIPER PA-38, N9132A, WERE BOTH ON LOCAL, SOLO STUDENT FLTS. THE PLT OF A 3RD ACFT, WHO WAS HOLDING SHORT FOR TAKEOFF ON RWY 12, OBSERVED THE CESSNA 152 & PIPER PA-38 ON FINAL APCH. RECOGNIZING THE POTENTIAL FOR A MID-AIR COLLISION, HE TRANSMITTED A WARNING ON THE LOCAL UNICOM FREQ. THE PLT OF THE PA-38 HEARD THE TRANSMISSION & INITIATED A GO-AROUND & CONTINUED STRAIGHT AHEAD. THE CESSNA PLT CONTINUED THE LANDING, & AFTER A SHORT ROLL, HE TOOK OFF AGAIN. AFTER TAKING OFF, THE CESSNA WAS OBSERVED CLIMBING STRAIGHT AHEAD AT A STEEPER ANGLE THAN THE PA-38. SUBSEQUENTLY, THE CESSNA CLIMBED SLIGHTLY AHEAD OF & INTO THE PA-38'S PROP. DURING THE ACCIDENT, THE EMPENNAGE OF THE CESSNA SEPARATED & THE CESSNA IMMEDIATELY FELL & CRASHED. THE COLLISION CAUSED A SUDDEN STOPPAGE OF THE PA-38'S ENG. SUBSEQUENTLY, THE PA-38 PLT MADE A FORCED LANDING OFF THE END OF THE RWY. SUBSTANTIAL DAMAGE OCCURRED TO THE PA-38 DURING THE FORCED LANDING.
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 152 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: student
- Ratings: single-engine land
- Flight time: 23 hours in all; 16 in this make and model; 17 in the last 90 days; 2 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Not recorded
The flight
- Flight plan: none
- Runway 12, 3,500 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots
- Visibility: 7 statute miles
- Sky: scat at 5,000 ft
- Temperature: 82°F (28°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 10:00 pm from HOU, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Piper PA-38-112 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: student
- Ratings: single-engine land
- Flight time: 36 hours in all; 34 in this make and model; 22 in the last 90 days; 10 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 467 hours
- Last inspection: 100-hour inspection, March 15, 1983; 65 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: H & R Aviation
The flight
- Flight plan: none
- Runway 12, 3,500 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.