Cessna 21OK and Beech 23 mid-air collision near Tampa, Florida, October 20, 1996
On October 20, 1996 at about 2:30 pm local time, 2 aircraft, Cessna 21OK (N81SC) and Beech 23 (N4021T), were involved in a mid-air collision near Tampa, Florida (Vandenberg airport). 1 person had minor injuries; 5 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilots of both airplanes to see and avoid each other. Contributing to the accident was the improper planning/decision of the pilot of the Cessna 210 to depart the traffic pattern on the downwind leg rather than on the upwind leg as recommended in the AIM, and the improper planning/decision of the pilot of the Beech 23 to enter a 2-mile downwind.
The failure of the pilots of both airplanes to see and avoid each other. Contributing to the accident was the improper planning/decision of the pilot of the Cessna 210 to depart the traffic pattern on the downwind leg rather than on the upwind leg as recommended in the AIM, and the improper planning/decision of the pilot of the Beech 23 to enter a 2-mile downwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 20, 1996 · about 2:30 pm local time
- Place
- Tampa, Florida · Vandenberg · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person had minor injuries; 5 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 21OK
- Registration
- N81SC · registry record · serial 21059382
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Beech 23 · all 23s on the register
- Registration
- N4021T · registry record · serial M-1128
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 21OK final · quoted from the NTSB record
The Cessna 210, N81SC, was planning on departing the traffic pattern on the downwind leg and reportedly announced his takeoff, crosswind and downwind turns. The Beech 23, N4021T, was inbound from the north and announced his intention of a 'long' 2 mile downwind, which was reportedly heard by an employee at the airport. The Cessna was just completing the turn to downwind at 900 feet when the collision occurred. The pilots of both airplanes were able to land at the airport. A witness observed the collision and reported that it occurred about 1/4 mile north and 1/3 mile west of the departure end of runway 36. A component from the Cessna was found in a field located about 1 nautical mile and 322 degrees from the departure end of the runway. The AIM recommends that aircraft depart the traffic pattern either on the upwind leg or turn 45 degrees to the left while in the upwind leg. The recommended downwind entry is at a 45 degree angle abeam the midpoint of 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 Beech 23 final · quoted from the NTSB record
The Cessna 210, N81SC, was planning on departing the traffic pattern on the downwind leg and reportedly announced his takeoff, crosswind and downwind turns. The Beech 23, N4021T, was inbound from the north and announced his intention of a 'long' 2 mile downwind, which was reportedly heard by an employee at the airport. The Cessna was just completing the turn to downwind at 900 feet when the collision occurred. The pilots of both airplanes were able to land at the airport. A witness observed the collision and reported that it occurred about 1/4 mile north and 1/3 mile west of the departure end of runway 36. A component from the Cessna was found in a field located about 1 nautical mile and 322 degrees from the departure end of the runway. The AIM recommends that aircraft depart the traffic pattern either on the upwind leg or turn 45 degrees to the left while in the upwind leg. The recommended downwind entry is at a 45 degree angle abeam the midpoint of 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 Cessna 21OK from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,681 hours in all; 150 in this make and model; 40 in the last 90 days; 20 in the last 30 days; 2,539 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,767 hours
- Last inspection: annual inspection, January 11, 1996; 48 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520L (piston); 0 hours total
The flight
- Departed from: X16 at 2:27 pm
- Destination: SPG St. Petersburg FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 050° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 2:56 pm from TPA, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
The factual record for the Beech 23 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 277 hours in all; 11 in this make and model; 25 in the last 90 days; 5 in the last 30 days; 251 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,274 hours
- Last inspection: annual inspection, May 1, 1996; 98 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A26 (piston); 0 hours total
The flight
- Departed from: LAL Lakeland FL at 2:15 pm
- Destination: X16
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.