Mooney M20B and Cessna 172P mid-air collision near Mesquite, Texas, May 29, 1999
On May 29, 1999 at about 5:03 pm local time, 2 aircraft, Mooney M20B (N74706) and Cessna 172P (N96868), were involved in a mid-air collision near Mesquite, Texas (Mesquite Metro Airport). 2 people were killed and 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure by both pilots to maintain visual lookout. A factor was the inadequate radio communications maintained by both pilots while in the traffic pattern.
The failure by both pilots to maintain visual lookout. A factor was the inadequate radio communications maintained by both pilots while in the traffic pattern.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 29, 1999 · about 5:03 pm local time
- Place
- Mesquite, Texas · Mesquite Metro Airport · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed and 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Mooney M20B · all M20Bs on the register
- Registration
- N74706 · no longer on the register · serial 1706
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172P · all 172Ps on the register
- Registration
- N96868 · no longer on the register · serial 172-76125
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Mooney M20B final · quoted from the NTSB record
A low-wing airplane (Mooney) turned from left base to final approach and descended into a high-wing airplane (Cessna) that was established on final for the same runway. Day VFR conditions prevailed at the CTAF equipped non-towered airport at the time of the collision. According to witnesses, both pilots were announcing their position on the CTAF. The Cessna was executing a practice straight in ILS approach to the runway. The instrument student in the Cessna reported reaching DH altitude for the practice approach (250 feet agl). The collision occurred within 4 to 6 seconds after the flaps on the Cessna were extended while at 65 knots and approximately 150 to 200 feet agl. Tire tracks found atop the left wing and left flap of the Cessna were matched with the main and nose landing gear of the Mooney. Paint transfers from the bottom of the right wing of the Mooney were found atop the fuselage and upper portions of the windscreen on the Cessna. The tire imprints, paint transfers, and other marks corresponded to the Mooney being above and to the rear of the Cessna 172.
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 172P final · quoted from the NTSB record
SEE BRIEF NARRATIVE FOR FTW-99-F-A153A.
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 Mooney M20B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 159 hours in all; 37 in this make and model; 11 in the last 90 days; 4 in the last 30 days; 134 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,831 hours
- Last inspection: annual inspection, November 26, 1998; 38 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
The flight
- Departed from: RBD at 4:50 pm
- Destination: HQZ
- Flight plan: none
- Runway 17, 5,999 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 68°F (20°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from TRL, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 172P from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 650 hours in all; 250 in this make and model; 255 in the last 90 days; 94 in the last 30 days; 500 as pilot in command; 320 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,319 hours
- Last inspection: 100-hour inspection, May 13, 1999; 62 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
- Operator: Monarch Aviation
The flight
- Departed from: ADS Addison TX at 3:15 pm
- Flight plan: none
- Runway 17, 5,999 ft by 100 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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 N74706 the same tail number, which may have belonged to a different aircraft at the time
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.