Boeing A75N1 and Globe GC-1A mid-air collision near Corona, California, November 15, 1986
On November 15, 1986 at about 11:15 pm local time, 2 aircraft, Boeing A75N1 (N621SR) and Globe GC-1A (N80579), were involved in a mid-air collision near Corona, California (Corona Muni. airport). 2 people were seriously injured; 1 other was unhurt. 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
- November 15, 1986 · about 11:15 pm local time
- Place
- Corona, California · Corona Muni.
- Type
- Accident · mid-air collision
- Injuries
- 2 people were seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing A75N1 · all A75N1s on the register
- Registration
- N621SR · registry record · serial 753092
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Globe GC-1A · all GC-1As on the register
- Registration
- N80579 · no longer on the register · serial 82
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing A75N1 final · quoted from the NTSB record
THE PLT OF N621SR SAID THAT AS HE ENTERED THE PATTERN DOWNWIND HE SAW ONLY ONE LOW WING ACFT WHICH WAS JUST TURNING FINAL FOR RWY 25. ON SHORT FINAL THE PLT SAID HE NOTICED THE WING AND COCKPIT OF THE OTHER ACFT IN HIS LEFT SIDE PERIPHIAL VISION ONE SECOND PRIOR TO THE COLLISION. THE PLT OF N80579 SAID THAT HE ENTERED THE PATTERN BEHIND A PA28 ACFT, AND, AS HE TURNED FINAL, HE NOTICED THAT THE SPEED DIFFERENCE BETWEEN HIS ACFT AND THE PA28 WAS ERRODING THE SPACING TO THE POINT THAT HE ELECTED TO DO A 360 DEGREE TURN ON FINAL TO ALLOW THE PA28 TIME TO LAND. ON SHORT FINAL THE PLT FELT A VIOLENT JERK AND THEN SAW THE BOEING PROP CHEWING INTO HIS RIGHT WING. THE PLT OF N621SR SAID HE WAS MONITORING THE UNICOM, BUT DID NOT MAKE ANY POSITION REPORTS. THE PLT OF N80579 SAID HE MADE '5 OR 6' POSITION REPORTS, INCLUDING ONE DURING THE 360 TURN, BUT HEARD NONE FROM THE BOEING.
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 Globe GC-1A final · quoted from the NTSB record
THE PLT OF N621SR SAID THAT AS HE ENTERED THE PATTERN DOWNWIND HE SAW ONLY ONE LOW WING ACFT WHICH WAS JUST TURNING FINAL FOR RWY 25. ON SHORT FINAL THE PLT SAID HE NOTICED THE WING AND COCKPIT OF THE OTHER ACFT IN HIS LEFT SIDE PERIPHIAL VISION ONE SECOND PRIOR TO THE COLLISION. THE PLT OF N80579 SAID THAT HE ENTERED THE PATTERN BEHIND A PA28 ACFT, AND, AS HE TURNED FINAL, HE NOTICED THAT THE SPEED DIFFERENCE BETWEEN HIS ACFT AND THE PA28 WAS ERRODING THE SPACING TO THE POINT THAT HE ELECTED TO DO A 360 DEGRE TURN ON FINAL TO ALLOW THE PA28 TIME TO LAND. ON SHORT FINAL THE PLT FELT A VIOLENT JERK AND THEN SAW THE BOEING PROP CHEWING INTO HIS RIGHT WING. THE PLT OF N621SR SAID HE WAS MONITORING THE UNICOM, BUT DID NOT MAKE ANY POSITION REPORTS. THE PLT OF N80579 SAID HE MADE '5 OR 6' POSITION REPORTS, INCLUDING ONE DURING THE 360 TURN, BUT HEARD NONE FROM THE BOEING.
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 A75N1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,067 hours in all; 677 in this make and model; 205 in the last 90 days; 2,670 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 6,707 hours
- Last inspection: annual inspection, October 24, 1986; 8 hours since
- Maximum gross weight: 2,980 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming R680-B4E (piston); 0 hours total
The flight
- Departed from: CNO Chino CA at 10:45 pm
- Destination: L66
- Flight plan: none
- Runway 25, 3,200 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 12 knots
- Visibility: 15 statute miles
- Sky: scat at 8,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 10:46 pm from CNO, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Globe GC-1A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot, military, private
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,794 hours in all; 290 in this make and model; 31 in the last 90 days; 12 in the last 30 days; 4,383 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,771 hours
- Last inspection: annual inspection, November 3, 1986; 7 hours since
- Maximum gross weight: 1,570 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental C145-2 (piston); 0 hours total
The flight
- Departed from: HMT Hemet CA at 10:50 pm
- Destination: L66 Corona CA
- Flight plan: none
- Runway 25, 3,200 ft by 60 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.
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.