Piper PA-30 and Cessna 150H mid-air collision near Clearwater, Florida, January 17, 2004
On January 17, 2004 at about 7:26 pm local time, 2 aircraft, Piper PA-30 (N8735Y) and Cessna 150H (N6622S), were involved in a mid-air collision near Clearwater, Florida (Clearwater Air Park airport). 1 person was killed; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilots to maintain adequate visual lookout while entering the traffic pattern (downwind leg) at an uncontrolled airport resulting in a midair collision.
The failure of both pilots to maintain adequate visual lookout while entering the traffic pattern (downwind leg) at an uncontrolled airport resulting in a midair collision. inadvertent stall, and in-flight collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 17, 2004 · about 7:26 pm local time
- Place
- Clearwater, Florida · Clearwater Air Park · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-30 · all PA-30s on the register
- Registration
- N8735Y · registry record · serial 30-1889
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 150H · all 150Hs on the register
- Registration
- N6622S · no longer on the register · serial 15067422
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-30 final · quoted from the NTSB record
A Piper PA-30, and a Cessna 150H, collided in flight while in the traffic pattern. The pilot of the Piper airplane reported that after canceling his IFR clearance the controller warned him, "...that there had been numerous traffic in the vicinity of CLW [Clearwater]. I acknowledged and I changed my radio to 123.0 and began to monitor for traffic. I crossed the center of the airport from east to west at 1,500 feet. Once on the west side of CLW, I made a left turn and started my descent to traffic pattern altitude, at which time I announced my intentions to enter a left crosswind for runway 16." The flight turned onto the downwind leg and he announced that on the radio. He also reported that "up to this point, no traffic had been observed." He continued on the downwind leg and slowed the airplane, and was looking for traffic. When the flight was approximately two thirds down the downwind leg, the passenger began to shout "look out, look out, look out." He looked to the right and saw an airplane coming at us, which was so close he did not have time to react before the collision. He lost control of the airplane momentarily and then saw a glimpse of the aircraft to his left. A witness who was located east of the crash site reported seeing a Cessna airplane fly over his location south-southeast bound, then bank to the right towards a north-northwesterly direction. He observed the Piper airplane flying briefly in a southeasterly direction, then bank to the left towards a north-northwesterly direction. An individual on the ground at the destination airport, reported hearing the pilot of the Piper airplane make repetitive radio calls on the Common Traffic Advisory Frequency (CTAF) while in the traffic pattern, announcing the intention of landing on runway 16. The same individual who personally knows the pilot of the Cessna airplane, reported hearing him report crossing midfield at KCLW; the Cessna pilot did not report altitude or intention. The individual did not hear any other radio calls from the Cessna pilot. After the collision, the radar plot indicated the Piper airplane flew downwind, base, then onto final approach to runway 16. The Cessna crash site was located in close proximity to the last radar target. The pilot of the Piper airplane was last in contact with air traffic control and there was no reported communication difficulties. There was no record of communications from the pilot of the Cessna airplane with any FAA Air Traffic Control Facility. The pilot of the Piper airplane was heard to report on the UNICOM frequency his intention to land on runway 16, and also repetitive radio calls announcing his traffic pattern legs. The pilot of the Cessna airplane was heard to announce on the UNICOM that he was crossing midfield, but he did not announce his intention or altitude. Examination of the Piper airplane revealed paint transfer and damage to the right wing, vertical stabilizer, and upper surface of the left horizontal stabilator. Paint transfer was noted on the bottom fuselage skin of the Cessna near the landing gear attach point area. The No. 1 communication transceiver of the Piper was found set to 123.00 mHz, which is the CTAF for KCLW. The radio was operationally tested in the airplane postaccident and found to operate satisfactory. The only communication transceiver in the Cessna airplane was found set to 123.00 mHz, and during postaccident testing was noted to momentarily operate; impact damage precluded continued testing. VMC prevailed at the time of the accident. There were no preimpact failure or malfunction of the flight controls of both airplanes, and examination of the Cessna airplane's engine revealed no abnormalities. The AIM indicates to enter the traffic pattern at a 45 degree angle to the runway on the downwind leg.
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 150H final · quoted from the NTSB record
A Piper PA-30, and a Cessna 150H, collided in flight while in the traffic pattern. The pilot of the Piper airplane reported that after canceling his IFR clearance the controller warned him, "...that there had been numerous traffic in the vicinity of CLW [Clearwater]. I acknowledged and I changed my radio to 123.0 and began to monitor for traffic. I crossed the center of the airport from east to west at 1,500 feet. Once on the west side of CLW, I made a left turn and started my descent to traffic pattern altitude, at which time I announced my intentions to enter a left crosswind for runway 16." The flight turned onto the downwind leg and he announced that on the radio. He also reported that "up to this point, no traffic had been observed." He continued on the downwind leg and slowed the airplane, and was looking for traffic. When the flight was approximately two thirds down the downwind leg, the passenger began to shout "look out, look out, look out." He looked to the right and saw an airplane coming at us, which was so close he did not have time to react before the collision. He lost control of the airplane momentarily and then saw a glimpse of the aircraft to his left. A witness who was located east of the crash site reported seeing a Cessna airplane fly over his location south-southeast bound, then bank to the right towards a north-northwesterly direction. He observed the Piper airplane flying briefly in a southeasterly direction, then bank to the left towards a north-northwesterly direction. An individual on the ground at the destination airport, reported hearing the pilot of the Piper airplane make repetitive radio calls on the Common Traffic Advisory Frequency (CTAF) while in the traffic pattern, announcing the intention of landing on runway 16. The same individual who personally knows the pilot of the Cessna airplane, reported hearing him report crossing midfield at KCLW; the Cessna pilot did not report altitude or intention. The individual did not hear any other radio calls from the Cessna pilot. After the collision, the radar plot indicated the Piper airplane flew downwind, base, then onto final approach to runway 16. The Cessna crash site was located in close proximity to the last radar target. The pilot of the Piper airplane was last in contact with air traffic control and there was no reported communication difficulties. There was no record of communications from the pilot of the Cessna airplane with any FAA Air Traffic Control Facility. The pilot of the Piper airplane was heard to report on the UNICOM frequency his intention to land on runway 16, and also repetitive radio calls announcing his traffic pattern legs. The pilot of the Cessna airplane was heard to announce on the UNICOM that he was crossing midfield, but he did not announce his intention or altitude. Examination of the Piper airplane revealed paint transfer and damage to the right wing, vertical stabilizer, and upper surface of the left horizontal stabilator. Paint transfer was noted on the bottom fuselage skin of the Cessna near the landing gear attach point area. The No. 1 communication transceiver of the Piper was found set to 123.00 mHz, which is the CTAF for KCLW. The radio was operationally tested in the airplane postaccident and found to operate satisfactory. The only communication transceiver in the Cessna airplane was found set to 123.00 mHz, and during postaccident testing was noted to momentarily operate; impact damage precluded continued testing. VMC prevailed at the time of the accident. There were no preimpact failure or malfunction of the flight controls of both airplanes, and examination of the Cessna airplane's engine revealed no abnormalities. The AIM indicates to enter the traffic pattern at a 45 degree angle to the runway on the downwind leg
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 Piper PA-30 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,834 hours in all; 500 in this make and model; 32 in the last 90 days; 11 in the last 30 days; 1,774 as pilot in command; 164 on instruments
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Crew member
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 495 hours in all
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,737 hours
- Last inspection: annual inspection, May 1, 2003; 95 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming IO-320-B1A (piston); 0 hours total
- Engine 2: Lycoming IO-320-B1A (piston); 0 hours total
The flight
- Departed from: KGIF Winter Haven FL at 7:00 pm
- Destination: KCLW Clearwater FL
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 48°F (9°C)
- Altimeter: 29.98 inHg
- Observation at 7:53 pm from KPIE, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 150H from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,461 hours in all; 11 in the last 90 days; 4 in the last 30 days; 1,393 as pilot in command
- Last flight review: August 1, 2003
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,851.3 hours
- Last inspection: annual inspection, May 1, 2003; 31.5 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: KCLW Clearwater FL
- Destination: KCLW
- Flight plan: none
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.