Bellanca 8KCAB and Piper PA-25 mid-air collision near Erwinna, Pennsylvania, March 18, 2000
On March 18, 2000 at about 4:10 pm local time, 2 aircraft, Bellanca 8KCAB (N2520Z) and Piper PA-25 (N7460Z), were involved in a mid-air collision near Erwinna, Pennsylvania (Vansant Airport). 3 people had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
the improper entry into the traffic pattern by the pilot of the Piper airplane and the inadequate lookout by the pilots in both airplanes. A factor in the accident was that radio communication was not possible because the Piper was not so equipped, and the Bellanca's radios were turned off.
the improper entry into the traffic pattern by the pilot of the Piper airplane and the inadequate lookout by the pilots in both airplanes. A factor in the accident was that radio communication was not possible because the Piper was not so equipped, and the Bellanca's radios were turned off.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 2000 · about 4:10 pm local time
- Place
- Erwinna, Pennsylvania · Vansant Airport · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bellanca 8KCAB · all 8KCABs on the register
- Registration
- N2520Z · registry record · serial 336-77
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-25 · all PA-25s on the register
- Registration
- N7460Z · registry record · serial 25-3457
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative for the Bellanca 8KCAB final · quoted from the NTSB record
The flight instructor and private pilot flew the Bellanca airplane in the traffic pattern for several minutes, and were on the fourth approach to the runway at the time of the accident. The private pilot said they flew a 'squared off traffic pattern' and were approximately 50 feet above ground level (agl) on final approach when the other airplane's shadow passed over. The pilot of the Piper said he entered the traffic pattern on the downwind leg, but flew a modified base leg to final for noise abatement. Witnesses described the Bellanca above and behind the Piper after both airplanes turned final. They said the Bellanca overtook the Piper as it descended below the Piper in a slip. Three witnesses said the Bellanca slowed, pitched up, and was struck from behind by the Piper. One witness said the Bellanca's approach was on the runway heading, while the Piper's approach was '...tracking inbound left of the centerline on a slight angle.' The crew turned off the Bellanca's radios after engine start, and the Piper was not equipped with a communication radio. There was no locally published procedure for flight in and around the traffic pattern nor were there any depicted 'no fly' areas for purposes of noise abatement. According to the Aeronautical Information Manual: 'When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right of way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land, or to overtake that aircraft.' Each pilot reported there were no mechanical deficiencies with their respective airplanes.
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-25 final · quoted from the NTSB record
The flight instructor and private pilot flew the Bellanca airplane in the traffic pattern for several minutes, and were on the fourth approach to the runway at the time of the accident. The private pilot said they flew a 'squared off traffic pattern' and were approximately 50 feet above ground level (agl) on final approach when the other airplane's shadow passed over. The pilot of the Piper said he entered the traffic pattern on the downwind leg, but flew a modified base leg to final for noise abatement. Witnesses described the Bellanca above and behind the Piper after both airplanes turned final. They said the Bellanca overtook the Piper as it descended below the Piper in a slip. Three witnesses said the Bellanca slowed, pitched up, and was struck from behind by the Piper. One witness said the Bellanca's approach was on the runway heading, while the Piper's approach was '...tracking inbound left of the centerline on a slight angle.' The crew turned off the Bellanca's radios after engine start, and the Piper was not equipped with a communication radio. There was no locally published procedure for flight in and around the traffic pattern nor were there any depicted 'no fly' areas for purposes of noise abatement. According to the Aeronautical Information Manual: 'When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right of way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land, or to overtake that aircraft.' Each pilot reported there were no mechanical deficiencies with their respective airplanes.
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 Bellanca 8KCAB from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 14,000 hours in all; 300 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 13,800 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,129 hours
- Last inspection: 100-hour inspection, November 9, 1999; 40 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360-HIA (piston); 0 hours total
The flight
- Departed from: 9N1 at 4:00 pm
- Flight plan: none
- Runway 7, 3,058 ft by 120 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 30°F (-1°C), dew point 7°F (-14°C)
- Altimeter: 30.00 inHg
- Observation at 8:54 pm from DYL, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
The factual record for the Piper PA-25 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 10,622 hours in all; 1,986 in this make and model; 13 in the last 90 days; 3 in the last 30 days; 10,390 as pilot in command; 2,311 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 7,593 hours
- Last inspection: annual inspection, October 21, 1999; 79 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-B2C5 (piston); 0 hours total
The flight
- Departed from: 9N1 at 3:40 pm
- Flight plan: none
- Runway 7, 3,058 ft by 120 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Other NTSB records under N2520Z the same tail number, which may have belonged to a different aircraft at the time
1989-04-03NYC89LA112 · accident near Manchester, NH · substantial damage · no injuries
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 IAD00LA027.