Boeing A-75N1 and Boeing A-75N1 mid-air collision near Kissimmee, Florida, April 19, 1998
On April 19, 1998 at about 3:24 pm local time, 2 aircraft, Boeing A-75N1 (N806RB) and Boeing A-75N1 (N802RB), were involved in a mid-air collision near Kissimmee, Florida (Kissimmee Municipal airport). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the number 2 pilot to maintain visual contact and/or proper position/clearance from other aircraft
Failure of the number 2 pilot to maintain visual contact and/or proper position/clearance from other aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 1998 · about 3:24 pm local time
- Place
- Kissimmee, Florida · Kissimmee Municipal · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing A-75N1 · all A-75N1s on the register
- Registration
- N806RB · registry record · serial 75-7842
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
- Aircraft 2
- Boeing A-75N1 · all A-75N1s on the register
- Registration
- N802RB · registry record · serial 75-8203
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative for the Boeing A-75N1 final · quoted from the NTSB record
A flight of four airplanes were participating in an airshow. The flight leader of the demonstration team stated, they had just completed an arrowhead formation. The number 2 and number 3 airplanes moved into the diamond formation. The flight team completed the 5/8 loop portion of a 1/2 Cuban eight, set the 45-degree inverted downline, completed a 1/2 roll to the upright position, and was beginning the entry into a 'clover' loop, when the accident occurred. Witnesses and video from TV stations indicated that the flight leader, number 3, and number 4 airplanes started pulling up out of a dive to initiate the diamond 'clover' loop, when the number 2 airplane continued to descend and collided with the number 4 airplane.
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 Boeing A-75N1 final · quoted from the NTSB record
A flight of four airplanes were participating in an airshow. The flight leader of the demonstration team stated, they had just completed an arrowhead formation. The number 2 and number 3 airplanes moved into the diamond formation. The flight team completed the 5/8 loop portion of a 1/2 Cuban eight, set the 45-degree inverted downline, completed a 1/2 roll to the upright position, and was beginning the entry into a 'clover' loop, when the accident occurred. Witnesses and video from TV stations indicated that the flight leader, number 3, and number 4 airplanes started pulling up out of a dive to initiate the diamond 'clover' loop, when the number 2 airplane continued to descend and collided with the number 4 airplane.
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 A-75N1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,226 hours in all; 3,380 in this make and model; 61 in the last 90 days; 31 in the last 30 days; 3,978 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 10,641 hours
- Last inspection: annual inspection, April 17, 1998; 2 hours since
- Maximum gross weight: 3,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: P&W R-985-AN14B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ISM at 3:07 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 150° at 16 knots, gusting 24
- Visibility: 7 statute miles
- Sky: scat at 4,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 3:28 pm from ISM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Boeing A-75N1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 10,436 hours in all; 5,000 in this make and model; 54 in the last 90 days; 14 in the last 30 days; 10,436 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 8,661 hours
- Last inspection: annual inspection, March 4, 1998; 58 hours since
- Maximum gross weight: 3,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: P&W R-985-AN14B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ISM at 3:07 pm
- 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.
Other NTSB records under N806RB the same tail number, which may have belonged to a different aircraft at the time
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.