Piper PA-28-181 and amateur-built Unknown mid-air collision near Daytona Beach, Florida, September 2, 2007
On September 2, 2007 at about 1:30 pm local time, 2 aircraft, Piper PA-28-181 (N465MA) and amateur-built Unknown (UNKNOWN), were involved in a mid-air collision near Daytona Beach, Florida (Spruce Creek Airport). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate visual lookout of the pilot of the unknown airplane.
The inadequate visual lookout of the pilot of the unknown airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2007 · about 1:30 pm local time
- Place
- Daytona Beach, Florida · Spruce Creek Airport · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N465MA · registry record · serial 2843460
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Amateur-built Unknown
- Registration
- UNKNOWN · no longer on the register
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-28-181 final · quoted from the NTSB record
A Piper PA-28-181 entered the traffic pattern on a 45-degree entry to the downwind leg of the traffic pattern. The pilot transmitted his intentions on the Unicom frequency for the airport and announced when he was on the downwind, base, and final, traffic pattern legs. When he was at 100 feet on short final to runway 23, he noticed a "yellow airplane," which looked to him like a "Piper J-3," or "American Legend Cub," enter the active runway prior to his landing. He "yelled in the radio," that he was "going around" and initiated a go-around, over flying the airplane on the active runway. The unknown airplane on the runway began its takeoff roll as he was flying above it. The unknown airplane began to climb out and the two airplanes came together. The pilot of the PA-28-181 then landed "straight ahead" on the runway. The unknown airplane then continued on its flight. Examination of the PA-28-181 revealed that the point of impact occurred on the right wing leading edge and that the airplane was substantially damaged. The unknown airplane was not located.
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 amateur-built Unknown final · quoted from the NTSB record
A Piper PA-28-181 entered the traffic pattern on a 45-degree entry to the downwind leg of the traffic pattern. The pilot transmitted his intentions on the Unicom frequency for the airport and announced when he was on the downwind, base, and final, traffic pattern legs. When he was at 100 feet on short final to runway 23, he noticed a "yellow airplane," which looked to him like a "Piper J-3," or "American Legend Cub," enter the active runway prior to his landing. He "yelled in the radio," that he was "going around" and initiated a go-around, over flying the airplane on the active runway. The unknown airplane on the runway began its takeoff roll as he was flying above it. The unknown airplane began to climb out and the two airplanes came together. The pilot of the PA-28-181 then landed "straight ahead" on the runway. The unknown airplane then continued on its flight. Examination of the PA-28-181 revealed that the point of impact occurred on the right wing leading edge and that the airplane was substantially damaged. The unknown airplane was not located.
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 Piper PA-28-181 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,000 hours in all; 300 in this make and model; 20 in the last 90 days; 10 in the last 30 days; 900 as pilot in command
- Last flight review: March 30, 2007
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 400 hours
- Last inspection: annual inspection, October 5, 2007
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: 7FL6 Daytona Beach FL at 12:45 pm
- Destination: 7FL6
- Flight plan: none
- Runway 23, 4,000 ft by 176 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 30.09 inHg
- Observation at 1:53 pm from DAB, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the amateur-built Unknown from the NTSB's investigation tables, in plain English
Crew member
- Injury: no injuries
The aircraft
- Landing gear: fixed
The flight
- Departed from: 7FL6 Daytona Beach FL at 1:30 pm
- Destination: Unknown
- Flight plan: not recorded
- Runway 23, 4,000 ft by 176 ft
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.