Boeing B75N1 and Cessna 172A mid-air collision near Corona, California, December 11, 2005
On December 11, 2005 at about 11:00 pm local time, 2 aircraft, Boeing B75N1 (N65696) and Cessna 172A (N7187T), were involved in a mid-air collision near Corona, California (Corona Municipal Airport). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of both pilots to see and avoid each other during traffic pattern operations at a non-towered airport.
failure of both pilots to see and avoid each other during traffic pattern operations at a non-towered airport.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 11, 2005 · about 11:00 pm local time
- Place
- Corona, California · Corona Municipal Airport · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing B75N1 · all B75N1s on the register
- Registration
- N65696 · registry record · serial 75-2628
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172A · all 172As on the register
- Registration
- N7187T · no longer on the register · serial 46787
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing B75N1 final · quoted from the NTSB record
A Boeing B75N1 (Stearman) and a Cessna 172 collided in mid-air while both were on final approach for landing at a non-towered airport. The Stearman was practicing takeoffs and landings and was on its third circuit and already established on the downwind leg of the traffic pattern. The Cessna was returning to the airport. The Cessna pilot reported hearing the Stearman pilot radio that he (the Stearman) was entering the traffic pattern. The Cessna pilot further reported that he entered the downwind, but did not see the Stearman, nor did he hear any further radio calls from the Stearman. The Stearman pilot reported that while on short final approach he saw a right wing lifting up from below towards his left wing and attempted to arrest his airplanes' descent; however, the Stearman collided with the top of the Cessna. The Cessna was forced to the ground and rolled to a stop alongside the runway. The Stearman aborted the landing and reentered the pattern after verifying with another airborne pilot that his airplane was structurally intact. The Stearman landed uneventfully. Both pilots reported that the airport was very busy, and that the radio frequency, shared by other local area airports, was congested. Ground witness observed the Stearman on final approach, with the Cessna entering final approach below and behind the Stearman. On short final approach, the Cessna overtook the Stearman and both airplanes collided. One air witness stated that he heard the Stearman pilot making position reports on all legs of the pattern during the approach, and did not hear the Cessna pilot make any radio transmissions.
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 172A final · quoted from the NTSB record
A Boeing B75N1 (Stearman) and a Cessna 172 collided in mid-air while both were on final approach for landing at a non-towered airport. The Stearman was practicing takeoffs and landings and was on its third circuit and already established on the downwind leg of the traffic pattern. The Cessna was returning to the airport. The Cessna pilot reported hearing the Stearman pilot radio that he (the Stearman) was entering the traffic pattern. The Cessna pilot further reported that he entered the downwind, but did not see the Stearman, nor did he hear any further radio calls from the Stearman. The Stearman pilot reported that while on short final approach he saw a right wing lifting up from below towards his left wing and attempted to arrest his airplanes' descent; however, the Stearman collided with the top of the Cessna. The Cessna was forced to the ground and rolled to a stop alongside the runway. The Stearman aborted the landing and reentered the pattern after verifying with another airborne pilot that his airplane was structurally intact. The Stearman landed uneventfully. Both pilots reported that the airport was very busy, and that the radio frequency, shared by other local area airports was congested. Ground witness observed the Stearman on final approach, with the Cessna entering final approach below and behind the Stearman. On short final approach, the Cessna overtook the Stearman and both airplanes collided. One air witness stated that he heard the Stearman pilot making position reports on all legs of the pattern during the approach, and did not hear the Cessna pilot make any radio transmissions.
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 Boeing B75N1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 1,700 hours in all; 30 in this make and model; 135 in the last 90 days; 55 in the last 30 days; 1,600 as pilot in command; 450 on instruments
- Last flight review: December 1, 2004
- Medical certificate: Class 2
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 580 hours
- Last inspection: annual inspection, August 1, 2005; 50 hours since
- Maximum gross weight: 2,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental W-670-6N (piston); 0 hours total
The flight
- Departed from: AJO Corona CA at 10:45 pm
- Destination: AJO
- Flight plan: none
- Runway 25, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 10,000 ft
- Temperature: 72°F (22°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 10:53 pm from CNO, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 172A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,569 hours in all; 1,400 in this make and model; 42 in the last 90 days; 11 in the last 30 days; 7,356 as pilot in command; 4,241 on instruments
- Last flight review: November 1, 2005
- Medical certificate: Class 2
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,579 hours
- Last inspection: annual inspection, February 1, 2005; 129 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Teledyne Continental O-300C (piston); 0 hours total
The flight
- Departed from: Corona CA
- Destination: AJO
- Flight plan: none
- Runway 25, 3,200 ft by 60 ft
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.