Boeing E75 and Cessna 150G mid-air collision near Deland, Florida, September 23, 1993
On September 23, 1993 at about 5:20 pm local time, 2 aircraft, Boeing E75 (N43320) and Cessna 150G (N2660J), were involved in a mid-air collision near Deland, Florida (Lafayette Landings airport). 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF BOTH PILOTS TO MAINTAIN ADEQUATE VISUAL LOOKOUT. FACTORS RELATED TO THE ACCIDENT WERE: THE CONFLICTING RIGHT TRAFFIC PATTERN PROCEDURES FOR LANDING THAT WERE BRIEFED TO THE BOEING E75 PILOT BY THE OWNER OF THE AIRSTRIP, AND FAILURE OF BOTH PILOTS TO TRANSMIT THEIR LANDING INTENTIONS.
FAILURE OF BOTH PILOTS TO MAINTAIN ADEQUATE VISUAL LOOKOUT. FACTORS RELATED TO THE ACCIDENT WERE: THE CONFLICTING RIGHT TRAFFIC PATTERN PROCEDURES FOR LANDING THAT WERE BRIEFED TO THE BOEING E75 PILOT BY THE OWNER OF THE AIRSTRIP, AND FAILURE OF BOTH PILOTS TO TRANSMIT THEIR LANDING INTENTIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 1993 · about 5:20 pm local time
- Place
- Deland, Florida · Lafayette Landings · map
- Type
- Accident · mid-air collision
- Injuries
- 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing E75 · all E75s on the register
- Registration
- N43320 · registry record · serial 75-8413
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 150G · all 150Gs on the register
- Registration
- N2660J · no longer on the register · serial 15065660
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing E75 final · quoted from the NTSB record
THE AIRSTRIP OWNER HAD ADVISED THE PILOT OF A BOEING E75 (N43320) TO USE A RIGHT TRAFFIC PATTERN FOR LANDING DUE TO THE NUMBER OF AIRCRAFT INVOLVED IN A FLY-IN. AS THE E75 PILOT WAS IN A RIGHT PATTERN TO LAND, A CESSNA 150 (N2660J), WHICH WAS ARRIVING FROM ANOTHER AIRPORT, WAS IN A LEFT PATTERN FOR LANDING ON THE SAME RUNWAY. SUBSEQUENTLY, THE 2 AIRCRAFT CONVERGED ON FINAL APPROACH & COLLIDED. BOTH ACFT TOUCHED DOWN HARD & SUSTAINED SUBSTANTIAL DAMAGE; THE OCCUPANTS OF BOTH AIRCRAFT RECEIVED MINOR INJURIES. BOTH PILOTS WERE MONITORING THE SAME RADIO FREQUENCY OF A NEARBY AIRPORT, BUT NEITHER PILOT TRANSMITTED INTENTIONS FOR LANDING. INVESTIGATION REVEALED THAT JUST BEFORE THE COLLISION, THE CESSNA 150 WAS BELOW THE BOEING E75 AS THEY CONVERGED. ACCORDING TO THE AIRMAN'S INFORMATION MANUAL, ALL TURNS IN THE TRAFFIC PATTERN SHOULD HAVE BEEN MADE TO THE LEFT, WHILE APPROACHING TO LAND, UNLESS A TRAFFIC PATTERN INDICATOR INDICATED OTHERWISE. NEITHER A TRAFFIC PATTERN INDICATOR NOR A UNICOM RADIO WERE INSTALLED AT THE AIRSTRIP.
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 150G final · quoted from the NTSB record
THE AIRSTRIP OWNER HAD ADVISED THE PILOT OF A BOEING E75 (N43320) TO USE A RIGHT TRAFFIC PATTERN FOR LANDING DUE TO THE NUMBER OF AIRCRAFT INVOLVED IN A FLY-IN. AS THE E75 PILOT WAS IN A RIGHT PATTERN TO LAND, A CESSNA 150 (N2660J), WHICH WAS ARRIVING FROM ANOTHER AIRPORT, WAS IN A LEFT PATTERN FOR LANDING ON THE SAME RUNWAY. SUBSEQUENTLY, THE 2 AIRCRAFT CONVERGED ON FINAL APPROACH & COLLIDED. BOTH ACFT TOUCHED DOWN HARD & SUSTAINED SUBSTANTIAL DAMAGE; THE OCCUPANTS OF BOTH AIRCRAFT RECEIVED MINOR INJURIES. BOTH PILOTS WERE MONITORING THE SAME RADIO FREQUENCY OF A NEARBY AIRPORT, BUT NEITHER PILOT TRANSMITTED INTENTIONS FOR LANDING. INVESTIGATION REVEALED THAT JUST BEFORE THE COLLISION, THE CESSNA 150 WAS BELOW THE BOEING E75 AS THEY CONVERGED. ACCORDING TO THE AIRMAN'S INFORMATION MANUAL, ALL TURNS IN THE TRAFFIC PATTERN SHOULD HAVE BEEN MADE TO THE LEFT, WHILE APPROACHING TO LAND, UNLESS A TRAFFIC PATTERN INDICATOR INDICATED OTHERWISE. NEITHER A TRAFFIC PATTERN INDICATOR NOR A UNICOM RADIO WERE INSTALLED AT THE AIRSTRIP.
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 E75 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,008 hours in all; 518 in this make and model; 26 in the last 90 days; 15 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 1,600 hours
- Last inspection: annual inspection, June 1, 1993; 20 hours since
- Maximum gross weight: 2,933 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental R-670-6N (piston); 0 hours total
The flight
- Departed from: FD90 at 5:00 pm
- Destination: FD90
- Flight plan: none
- Runway 33, 3,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 11 knots
- Visibility: 10 statute miles
- Sky: scat at 3,100 ft
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 5:52 pm from DAB, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 150G from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 447 hours in all; 170 in this make and model; 18 in the last 90 days; 2 in the last 30 days; 354 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,907 hours
- Last inspection: annual inspection, June 24, 1993; 9 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: DED at 5:00 pm
- Destination: FD90
- Flight plan: none
- Runway 33, 3,000 ft by 150 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.