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).
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 November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 2000 · about 4:10 pm local time · cases in 2000
- Place
- Erwinna, Pennsylvania · Vansant Airport · cases near this 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 |
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 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
Connections how this case links to the rest of the register
Aircraft
- N2520Z on the register today · the tail number may have moved to another aircraft since
- Bellanca 8 Decathlon and Scout 554 registered today · the model family and its accident history
- Bellanca 2,698 aircraft on the register
- N7460Z on the register today · the tail number may have moved to another aircraft since
- Piper PA-25 Pawnee 455 registered today · the model family and its accident history
- Piper 44,848 aircraft on the register
- Engine: Lycoming AEIO-360-HIA 884 aircraft carry this series today · as the NTSB recorded it
- Engine: Lycoming O-540-B2C5 13 aircraft carry this series today · as the NTSB recorded it
Place
- Vansant Airport · nearest airport
- Accidents and incidents in Pennsylvania 1,836 since 1982 · 235 in the last ten years
- Pennsylvania 6,188 aircraft registered
Record
- Other NTSB records under N2520Z 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/IAD00LA027.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.