Cessna 172N and Mooney M20E mid-air collision near Orlando, Florida, February 21, 1992
On February 21, 1992 at about 1:02 pm local time, 2 aircraft, Cessna 172N (N738YY) and Mooney M20E (N6988V), were involved in a mid-air collision near Orlando, Florida. No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOTS IN COMMAND OF BOTH AIRCRAFT FAILURE TO MAINTAIN VIGILANCE AND SEE AND AVOID EACH OTHER RESULTING IN A MIDAIR COLLISION. CONTRIBUTING TO THE ACCIDENT WAS THE LOCAL CONTROLLERS FAILURE TO ISSUE TRAFFIC ADVISORIES.
THE PILOTS IN COMMAND OF BOTH AIRCRAFT FAILURE TO MAINTAIN VIGILANCE AND SEE AND AVOID EACH OTHER RESULTING IN A MIDAIR COLLISION. CONTRIBUTING TO THE ACCIDENT WAS THE LOCAL CONTROLLERS FAILURE TO ISSUE TRAFFIC ADVISORIES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 21, 1992 · about 1:02 pm local time
- Place
- Orlando, Florida · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172N · all 172Ns on the register
- Registration
- N738YY · no longer on the register · serial 17270353
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
- Aircraft 2
- Mooney M20E · all M20Es on the register
- Registration
- N6988V · registry record · serial 22-1350
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172N final · quoted from the NTSB record
PLT OF N738YY REPT TO LOCAL CONTROLLER HE WAS NORTHBOUND ON NORTH LOOP IN ACCORDANCE WITH LETTER OF AGREEMENT FOR SKYWATCH FLTS. THIS WAS ONLY COMM WITH FLT PRIOR TO COLLISION. ANOTHER SKYWATCH FLT WAS SOUTHBOUND. TWO MIN LATER N6988V REPT READY FOR TAKEOFF RWY 7. PLT OF N6988V HAD NOT HEARD NORTHBOUND SKYWATCH REPT IN. N6988V WAS CLR TAKEOFF FOR NORTHWEST DEPT. AFTER TAKEOFF WHILE NW BOUND CONTROLLER CALLED TRAFFIC TO N6988V AS SKYWATCH FLT TO RT HEADING SOUTHBOUND. CONTROLLER DID NOT ADVISE OF NORTHBOUND SKYWATCH. THE PLT OF N6988V REPT SOUTHBOUND SKYWATCH IN SIGHT. ONE MINUTE LATER N6988V AND N738YY (THE NORTHBOUND SKYWATCH) COLLIDED. BOTH FLTS RETURNED TO ARPT AND LANDED UNEVENTFUL. N738YY RECEIVED SUBSTANTIAL DAMAGE, N6988V RECEIVED MINOR DAMAGE.
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 Mooney M20E final · quoted from the NTSB record
PLT OF N738YY REPT TO LOCAL CONTROLLER HE WAS NORTHBOUND ON NORTH LOOP IN ACCORDANCE WITH LETTER OF AGREEMENT FOR SKYWATCH FLTS. THIS WAS ONLY COMM WITH FLT PRIOR TO COLLISION. ANOTHER SKYWATCH FLT WAS SOUTHBOUND. TWO MIN LATER N6988V REPT READY FOR TAKEOFF RWY 7. PLT OF N6988V HAD NOT HEARD NORTHBOUND SKYWATCH REPT IN. N6988V WAS CLR TAKEOFF FOR NORTHWEST DEPT. AFTER TAKEOFF WHILE NW BOUND CONTROLLER CALLED TRAFFIC TO N6988V AS SKYWATCH FLT TO RT HEADING SOUTHBOUND. CONTROLLER DID NOT ADVISE OF NORTHBOUND SKYWATCH. THE PLT OF N6988V REPT SOUTHBOUND SKYWATCH IN SIGHT. ONE MINUTE LATER N6988V AND N738YY (THE NORTHBOUND SKYWATCH) COLLIDED. BOTH FLTS RETURNED TO ARPT AND LANDED UNEVENTFUL. N738YY RECEIVED SUBSTANTIAL DAMAGE, N6988V RECEIVED MINOR DAMAGE.
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 Cessna 172N from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,011 hours in all; 500 in this make and model; 74 in the last 90 days; 50 in the last 30 days; 938 as pilot in command; 611 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,256 hours
- Last inspection: 100-hour inspection, January 29, 1992; 33 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2D (piston); 0 hours total
- Operator: Flight Express, INC.
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 040° at 8 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 12,000 ft; not recorded
- Temperature: 57°F (14°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 12:50 pm from ORL, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
The factual record for the Mooney M20E from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,600 hours in all; 110 in this make and model; 100 in the last 90 days; 30 in the last 30 days; 3,100 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,994 hours
- Last inspection: annual inspection, October 4, 1991; 37 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-AIA (piston); 0 hours total
The flight
- Destination: Cedar Key FL
- Flight plan: none
- Runway 0
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.