Cessna A150L and Piper PA28-140 mid-air collision near Kinnelon, New Jersey, August 7, 2004
On August 7, 2004 at about 1:12 pm local time, 2 aircraft, Cessna A150L (N6186F) and Piper PA28-140 (N95314), were involved in a mid-air collision near Kinnelon, New Jersey (Lincoln Park airport). 2 people were killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
Both pilots inadequate visual lookout, which resulted in a midair collision.
Both pilots inadequate visual lookout, which resulted in a midair collision.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2004 · about 1:12 pm local time
- Place
- Kinnelon, New Jersey · Lincoln Park · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna A150L · all A150Ls on the register
- Registration
- N6186F · no longer on the register · serial A1500440
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA28-140 · all PA28-140s on the register
- Registration
- N95314 · registry record · serial 28-25884
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna A150L final · quoted from the NTSB record
A Cessna A150L and a Piper PA28-140 collided during cruise flight while flying under day visual flight rules in visual meteorological conditions at approximately 0912:20. Radar data and data extracted from global position system receivers (GPS) found in each airplane were utilized to document the airplanes positions relative to each other. The Cessna departed from an airport (CDW) about 0905, climbed to a radar altitude of about 2,600 feet, and then flew a relatively steady northwest track until the time of the accident. The Piper departed to the south from another airport (N07), about 0909, entered a climbing right turn, and then flew a relatively steady track of 325 degrees. Initially, after the turn to the northwest, the Piper was flying ahead and below the Cessna. The Piper continued to climb on a track of 325 degrees to a maximum GPS altitude of 2,680 feet, while being overtaken by the Cessna. Both airplanes collided while in straight and level flight. A visibility study was conducted using the GPS position data recovered. According to the study the airplane visibility charts the pilot of the Cessna had an approximate 21 second opportunity to acquire the Piper had he been scanning down and to his right, while cruising at 2,600 feet. The Piper at this time was climbing on a southerly track from 375 to 700 feet. The pilot of the Piper had a 21 second opportunity to acquire the Cessna, if he had been scanning forward and to his left while climbing out from 725 to 975 feet and turning from a course of 190 to 250 degrees, on departure to the west. The Cessna at this time was traveling to the northwest, and level at 2,600 feet. The two airplanes continued to converge until they collided and departed from controlled flight, respectively. The airplanes were not in a position for the respective pilots to see each other during the two and a half minutes that preceded the accident. The airplanes impacted the ground about 750 feet apart, in two distinct wreckage fields.
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 Piper PA28-140 final · quoted from the NTSB record
A Cessna A150L and a Piper PA28-140 collided during cruise flight while flying under day visual flight rules in visual meteorological conditions at approximately 0912:20. Radar data and data extracted from global position system receivers (GPS) found in each airplane were utilized to document the airplanes positions relative to each other. The Cessna departed from an airport (CDW) about 0905, climbed to a radar altitude of about 2,600 feet, and then flew a relatively steady northwest track until the time of the accident. The Piper departed to the south from another airport (N07), about 0909, entered a climbing right turn, and then flew a relatively steady track of 325 degrees. Initially, after the turn to the northwest, the Piper was flying ahead and below the Cessna. The Piper continued to climb on a track of 325 degrees to a maximum GPS altitude of 2,680 feet, while being overtaken by the Cessna. Both airplanes collided while in straight and level flight. A visibility study was conducted using the GPS position data recovered. According to the study the airplane visibility charts the pilot of the Cessna had an approximate 21 second opportunity to acquire the Piper had he been scanning down and to his right, while cruising at 2,600 feet. The Piper at this time was climbing on a southerly track from 375 to 700 feet. The pilot of the Piper had a 21 second opportunity to acquire the Cessna, if he had been scanning forward and to his left while climbing out from 725 to 975 feet and turning from a course of 190 to 250 degrees, on departure to the west. The Cessna at this time was traveling to the northwest, and level at 2,600 feet. The two airplanes continued to converge until they collided and departed from controlled flight, respectively. The airplanes were not in a position for the respective pilots to see each other during the two and a half minutes that preceded the accident. The airplanes impacted the ground about 750 feet apart, in two distinct wreckage fields.
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 A150L from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 330 hours in all; 22 in the last 90 days; 7 in the last 30 days; 240 as pilot in command
- Last flight review: April 1, 2003
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,047 hours
- Last inspection: annual inspection, June 1, 2004; 11 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Teledyne Continental O-200A (piston); 0 hours total
The flight
- Departed from: CDW Caldwell NJ at 1:05 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 3 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,500 ft
- Temperature: 61°F (16°C), dew point 50°F (10°C)
- Altimeter: 29.94 inHg
- Observation at 12:53 pm from CDW, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Piper PA28-140 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Last flight review: May 1, 2003
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 3,134 hours
- Last inspection: annual inspection, August 1, 2003; 152 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: N07 Lincoln Park NJ at 1:09 pm
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number NYC04FA185.