Cessna 152 and Cessna 172D mid-air collision near Fitchburg, Massachusetts, March 15, 1984
On March 15, 1984 at about 5:30 pm local time, 2 aircraft, Cessna 152 (N45945) and Cessna 172D (N2773U), were involved in a mid-air collision near Fitchburg, Massachusetts (Fitchburg 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 1984 · about 5:30 pm local time
- Place
- Fitchburg, Massachusetts · Fitchburg
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 152 · all 152s on the register
- Registration
- N45945 · registry record · serial 15282954
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172D · all 172Ds on the register
- Registration
- N2773U · no longer on the register · serial 17250333
- Damage
- Minor damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 152 final · quoted from the NTSB record
THE PLT OF N45945 STATED THAT UPON ENTERING DOWNWIND FOR RWY 32 SHE REPORTED HER POSITION ON UNICOM BUT DID NOT RECEIVE A REPLY. SHE CONTINUED HER APPROACH FAILING TO REPORT BASE AND FINAL POSITIONS. AT APRX 500 FT ON FINAL APCH SHE FELT THE AIRCRAFT BUFFET AND CAUGHT A GLIMPSE OF SOMETHING OUT OF THE CORNER OF HER LEFT EYE. SHE CONTINUED AND LANDED WITHOUT INCIDENT. THE PLT OF N2773U STATED THAT HE CALLED ON 122.8 PRIOR TO ENTERING THE PATTERN AT THE ARPT. HE USED THE WRONG UNICOM FREQ AND DID NOT GET A REPLY. HE CONTINUED TO THE ARPT AND OBSERVED THE WINDSOCK INDICATING RWY 32 WAS BEST. HE ENTERED DOWNWIND AND REPORTED HIS POSITION, AGAIN ON THE WRONG FREQ. AFTER TURNING FINAL HE FELT A BUMP IN THE ACFT & SAW ANOTHER ACFT TO HIS UPPER RT. HE BROKE OFF HIS APCH AND REENTERED THE PATTERN, LANDING WITHOUT INCIDENT. IT WAS NOT DETERMINED THAT THE ACFT HAD COLLIDED UNTIL APRIL 11, 1984 WHEN TIRE MARKS AND RT WING DAMAGE WAS FOUND ON N2773U DURING AN INSPECTION. N45945 WAS NOT DAMAGED.
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 172D final · quoted from the NTSB record
THE PLT OF N45945 STATED THAT UPON ENTERING DOWNWIND FOR RWY 32 SHE REPORTED HER POSITION ON UNICOM, BUT DID NOT RECEIVEA REPLY. SHE CONTINUED HER APPROACH FAILING TO REPORT BASE AND FINAL POSITIONS. AT APRX 500 FT ON FINAL APCH SHE FELT THE ACFT BUFFET AND CAUGHT A GLIMPSE OF SOMETHING OUT OF THE CORNER OF HER LEFT EYE. SHE CONTINUED AND LANDED WITHOUT INCIDENT. THE PLT OF N2773U STATED THAT HE CALLED ON 122.8 PRIOR TO ENTERING THE PATTERN AT THE ARPT. HE USED THE WRONG UNICOM FREQ AND DID NOT GET A REPLY. HE CONTINUED TO THE ARPT AND OBSERVED THE WINDSOCK INDICATING RWY 32 WAS BEST. HE ENTERED DOWNWIND AND REPORTED HIS POSITION ON THE WRONG FREQ. AFTER TURNING FINAL HE FELT A BUMP IN THE ACFT & SAW ANOTHER ACFT TO HIS UPPER RT. HE BROKE OFF HIS APCH AND REENTERED THE PATTERN LANDING WITHOUT FURTHER INCIDENT. IT WAS NOT DETERMINED THAT THE ACFT COLLIDED UNTIL APRIL 11, 1984 WHEN TIRE MARKS AND RT WING DAMAGE WAS FOUND ON N2773U DURINGAN INSPECTION. N45945 WAS NOT DAMAGED.
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 152 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 198 hours in all; 198 in this make and model; 8 in the last 90 days; 60 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,275 hours
- Last inspection: annual inspection, February 3, 1984
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-I2C (piston); 0 hours total
The flight
- Departed from: MAO7 Norfolk MA at 5:00 pm
- Flight plan: none
- Runway 32, 4,508 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 172D from the NTSB's investigation tables, in plain English
Pilot
- Certificate: student
- Flight time: 28 hours in all; 28 in this make and model; 13 in the last 90 days; 16 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded; 80 hours since
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: GFL Glens Falls NY
- Flight plan: none
- Runway 32, 4,508 ft by 150 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.
Other NTSB records under N45945 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.