Cessna 152 and Cessna 150M mid-air collision near Durant, Oklahoma, March 2, 1984
On March 2, 1984 at about 10:50 pm local time, 2 aircraft, Cessna 152 (N4861B) and Cessna 150M (N704VC), were involved in a mid-air collision near Durant, Oklahoma. No one was hurt; 4 people were on board or involved. 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
- March 2, 1984 · about 10:50 pm local time
- Place
- Durant, Oklahoma · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 152 · all 152s on the register
- Registration
- N4861B · no longer on the register · serial 15283679
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 150M · all 150Ms on the register
- Registration
- N704VC · no longer on the register · serial 15078900
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 152 final · quoted from the NTSB record
BEFORE TAKEOFF, A STUDENT & A COMMERCIAL PLT AGREED TO RENDEZVOUS & FLY FORMATION WHILE THE STUDENT TOOK PICTURES OF THE COMMERCIAL PLT'S ACFT. THE STUDENT WAS TO FLY A CESSNA 152, N4861B, WHILE THE COMMERCIAL PLT FLEW A CESSNA 150, N704V6. THEY PLANNED FOR THE STUDENT TO FLY STRAIGHT & LEVEL WHILE THE COMMERICAL PLT FLEW AT POSITIONS AROUND THE STUDENT'S PLANE. ALSO, THEY AGREED TO COMMUNICATE ON VHF FREQ 122.9. AFTER DEPARTING THE ARPT, THE COMMERICAL PLT JOINED (RENDEVOUSED) WITH THE STUDENT, BUT 2-WAY COMMUNICATION WAS NOT ESTABLISHED SINCE THE CESSNA 150 WOULD ONLY RECEIVE (NOT TRANSMIT) ON 122.9. HOWEVER, THEY CONTINUED WITH THEIR MISSION. WHILE ON AN EASTERLY HEADING IN FORMATION, THE COMMERCIAL PLT'S PLANE WAS ON THE LEFT & SLIGHTLY LOW, WHEN THE 2 ACFT CONVERGED & THE WINGS COLLIDED. THE STUDENT'S PLANE WAS SUBSTANTIALLY DAMAGED WHILE THE COMMERCIAL PLT'S ACFT HAD MINOR DAMAGE, BUT BOTH LANDED SAFELY. NEIGHER PLT HAD PREVIOUS TRAINING OR EXPERIENCE WITH FORMATION FLT.
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 150M final · quoted from the NTSB record
BEFORE TAKEOFF, A STUDENT & A COMMERCIAL PLT AGREED TO RENDEZVOUS & FLY FORMATION WHILE THE STUDENT TOOK PICTURES OF THE COMMERCIAL PLT'S ACFT. THE STUDENT WAS TO FLY A CESSNA 152, N4861B, WHILE THE COMMERCIAL PLT FLEW A CESSNA 150, N704V6. THEY PLANNED FOR THE STUDENT TO FLY STRAIGHT & LEVEL WHILE THE COMMERCIAL PLT FLEW AT POSITIONS AROUND THE STUDENT'S PLANE. ALSO, THEY AGREED TO COMMUNICATE ON VHF FREQ 122.9. AFTER DEPARTING THE ARPT, THE COMMERCIAL PLT JOINED (RENDEVOUSED) WITH THE STUDENT, BUT 2-WAY COMMUNICATION WAS NOT ESTABLISHED SINCE THE CESSNA 150 WOULD ONLY RECEIVED (NOT TRANSMIT) ON 122.9. HOWEVER, THEY CONTINUED WITH THEIR MISSION. WHILE ON AN EASTERLY HEADING IN FORMATION,THE COMMERCIAL PLT'S PLANE WAS ON THE LEFT & SLIGHTLY LOW, WHEN THE 2 ACFT CONVERGED & THE WINGS COLLIDED. THE STUDENT'S PLANE WAS SUBSTANTIALLY DAMAGE WHILE THE COMMERCIAL PLT'S ACFT HAD MINOR DAMAGE, BUT BOTH LANDED SAFELY. NEITHER PLT HAD PREVIOUS TRAINING OR EXPERIENCE WITH FORMATION FLT.
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
- Flight time: 32 hours in all; 32 in this make and model; 18 in the last 90 days; 13 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,808 hours
- Last inspection: 100-hour inspection, December 5, 1983
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: DUA Durant OK at 10:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: scat at 12,000 ft
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 150M from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 267 hours in all; 267 in this make and model; 19 in the last 90 days; 230 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: DUA Durant OK at 10:30 pm
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.