Piper PA-32R-301 and Cessna 152 mid-air collision near Farmingdale, New York, October 21, 2007
On October 21, 2007 at about 9:53 pm local time, 2 aircraft, Piper PA-32R-301 (N43450) and Cessna 152 (N4672M), were involved in a mid-air collision near Farmingdale, New York (Republic 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
The failure of both pilots to see and avoid while maneuvering in VFR conditions resulting in a midair collision. Contributing to the accident was the local controller's failure to properly identify conflicting traffic.
The failure of both pilots to see and avoid while maneuvering resulting in a midair collision. Contributing to the accident was the local controller's failure to properly identify conflicting traffic.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2007 · about 9:53 pm local time
- Place
- Farmingdale, New York · Republic 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
- Piper PA-32R-301 · all PA-32R-301s on the register
- Registration
- N43450 · registry record · serial 32R-8413011
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 152 · all 152s on the register
- Registration
- N4672M · no longer on the register · serial 152-84477
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-32R-301 final · quoted from the NTSB record
The Piper and Cessna pilot were both inbound to the same airport in visual meteorological conditions (VMC).The Cessna pilot reported to the local controller (LC) that he was 1 mile south of a published reporting point located 13.5 miles to the northeast of the airport. The LC directed the pilot to report entering a left downwind, and the pilot continued on southerly heading for 4 miles before turning right to a southwesterly heading. The Piper pilot contacted the LC and reported 10 miles to the north of the airport. The LC directed the Piper pilot to enter a left downwind stating, "Cessna four five zero republic report entering left down", and the Piper pilot acknowledged, "left downwind for runway one ninner." The LC subsequently informed the Cessna pilot that he had possible traffic off his eleven o'clock position at a half-mile westbound at 1,000 feet. The Cessna pilot responded, "seven two mike looking for traffic." Forty one seconds later, the Piper pilot informed the LC of the collision and declared an emergency. The LC stated in an interview with the National Transportation Safety Board that he scanned the runways, traffic pattern, final approach course, and the remote automated radar display (RACD), when he noticed two VFR targets northeast of the field close to one another. Assuming the target on a southwesterly heading was a VFR helicopter passing to the north of the airport, the LC issued possible traffic to the southbound aircraft, assuming it was the Cessna pilot when it was actually the Piper pilot, and the Cessna pilot acknowledged the traffic call. Federal Aviation Administration (FAA) Order 7110.65, Air Traffic Control, paragraph 2-1-1, Air Traffic Service: "The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic, and to provide support for National Security and Homeland Defense. In addition to its primary function, the ATC system has the capability to provide (with certain limitations) additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits." According to the FAA, traffic advisories to VFR aircraft is considered an additional service. In addition, paragraph 2-1-21, Traffic Advisories: "Unless an aircraft is operating within Class A airspace or omission is requested by the pilot, issue traffic advisories to all aircraft (IFR or VFR) on your frequency when, in your judgment, their proximity may diminish to less than the applicable separation minima. Where no separation minima applies, such as for VFR aircraft outside of Class B/Class C airspace, or a TRSA, issue traffic advisories to those aircraft on your frequency when in your judgment their proximity warrants it.
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 152 final · quoted from the NTSB record
The Piper and Cessna pilot were both inbound to the same airport in visual meteorological conditions (VMC).The Cessna pilot reported to the local controller (LC) that he was 1 mile south of a published reporting point located 13.5 miles to the northeast of the airport. The LC directed the pilot to report entering a left downwind, and the pilot continued on southerly heading for 4 miles before turning right to a southwesterly heading. The Piper pilot contacted the LC and reported 10 miles to the north of the airport. The LC directed the Piper pilot to enter a left downwind stating, "Cessna four five zero republic report entering left down", and the Piper pilot acknowledged, "left downwind for runway one ninner." The LC subsequently informed the Cessna pilot that he had possible traffic off his eleven o'clock position at a half-mile westbound at 1,000 feet. The Cessna pilot responded, "seven two mike looking for traffic." Forty one seconds later, the Piper pilot informed the LC of the collision and declared an emergency. The LC stated in an interview with the National Transportation Safety Board that he scanned the runways, traffic pattern, final approach course, and the remote automated radar display (RACD), when he noticed two VFR targets northeast of the field close to one another. Assuming the target on a southwesterly heading was a VFR helicopter passing to the north of the airport, the LC issued possible traffic to the southbound aircraft, assuming it was the Cessna pilot when it was actually the Piper pilot, and the Cessna pilot acknowledged the traffic call. Federal Aviation Administration (FAA) Order 7110.65, Air Traffic Control, paragraph 2-1-1, Air Traffic Service: "The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic, and to provide support for National Security and Homeland Defense. In addition to its primary function, the ATC system has the capability to provide (with certain limitations) additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits." According to the FAA, traffic advisories to VFR aircraft is considered an additional service. In addition, paragraph 2-1-21, Traffic Advisories: "Unless an aircraft is operating within Class A airspace or omission is requested by the pilot, issue traffic advisories to all aircraft (IFR or VFR) on your frequency when, in your judgment, their proximity may diminish to less than the applicable separation minima. Where no separation minima applies, such as for VFR aircraft outside of Class B/Class C airspace, or a TRSA, issue traffic advisories to those aircraft on your frequency when in your judgment their proximity warrants it.
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-32R-301 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,042 hours in all; 800 in this make and model; 9 in the last 90 days; 4 in the last 30 days; 939 as pilot in command
- Last flight review: May 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,152 hours
- Last inspection: annual inspection, June 1, 2007; 13 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: KPOU Poughkeepsie NY at 9:15 pm
- Destination: KFRG Farmingdale NY
- Flight plan: none
- Runway 19, 5,516 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 210° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 48°F (9°C)
- Altimeter: 30.20 inHg
- Observation at 9:53 pm from KFRG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 152 from the NTSB's investigation tables, in plain English
Dual student
- Certificate: student
- Flight time: 54 hours in all; 47 in this make and model; 19 in the last 90 days; 8 in the last 30 days; 5 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,834 hours
- Last inspection: annual inspection, July 1, 2007; 90 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: KGON Groton CT at 9:00 pm
- Destination: KFRG Farmingdale NY
- 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.