Cessna T210N and Cessna 172L mid-air collision near Hubbardston, Massachusetts, June 12, 1989
On June 12, 1989 at about 1:18 pm local time, 2 aircraft, Cessna T210N (N212FS) and Cessna 172L (N19649), were involved in a mid-air collision near Hubbardston, Massachusetts. 1 person was killed; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF BOTH PILOTS TO SEE-AND-AVOID (ATTAIN VISUAL LOOKOUT FOR) CONFLICTING TRAFFIC.
FAILURE OF BOTH PILOTS TO SEE-AND-AVOID (ATTAIN VISUAL LOOKOUT FOR) CONFLICTING TRAFFIC.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 12, 1989 · about 1:18 pm local time
- Place
- Hubbardston, Massachusetts
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna T210N · all T210Ns on the register
- Registration
- N212FS · registry record · serial 21064477
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172L · all 172Ls on the register
- Registration
- N19649 · registry record · serial 17260636
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna T210N final · quoted from the NTSB record
CESSNA 210, N212FS, WAS CRUISING NE ON AN IFR CLNC AT 7000', SQUAWKING A DISCRETE TRANSPONDER CODE, WHILE CESSNA 172, N19649, WAS CONVERGING HEAD-ON, SQUAWKING 1200 (VFR CODE). THE 210'S GND SPD WAS 174 KTS; THE 172'S GND SPD WAS 138 KTS.THE ATC CTLR ADZD THE 210 PLT THAT THERE WAS 'TRAFFIC 12 O'CLOCK, 5 MILES, OPPOSITE DIRECTION, ALTITUDE UNKNOWN.' THE 210 PLT ACKNOWLEDGED, BUT NEITHER HE NOR HIS PAX SAW THE CONFLICTING TRAFFIC UNTIL MOMENTS BEFORE IMPACT (NEAR A VOR STN). HE INITIATED EVASIVE ACTION, BUT HE DID NOT BELIEVE THERE WAS SUFFICIENT TIME FOR THE ACFT TO RESPOND TO CTL INPUTS. DRG IMPACT, THE LEFT WINGS OF BOTH ACFT WERE DMGD. THE 210 CONTD FLYING & WAS SUCCESSFULLY LANDED, BUT THE 172 WENT OUT OF CTL & CRASHED. THE 210 PLT ESTIMATED THE VISIBILITY WAS AT LEAST 50 MILES. VISIBILITY AT THE NEAREST WX STN WAS RPRTD TO BE 40 MILES. THERE WAS NO RADIO CTC WITH THE 172. THE 210 PLT DID NOT USE HIS LNDG LIGHT & THERE WAS NO INDCN THAT THE 172 PLT HAD USED HIS LNDG LIGHT, NOR WAS THE USE OF A LNDG LIGHT REQUIRED.
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 172L final · quoted from the NTSB record
CESSNA 210, N212FS, WAS CRUISING NE ON AN IFR CLNC AT 7000', SQUAWKING A DISCRETE TRANSPONDER CODE, WHILE CESSNA 172, N19649, WAS CONVERGING HEAD-ON, SQUAWKING 1200 (VFR CODE). THE 210'S GND SPD WAS 174 KTS; THE 172'S GND SPD WAS 138 KTS.THE ATC CTLR ADZD THE 210 PLT THAT THERE WAS 'TRAFFIC 12 O'CLOCK, 5 MILES, OPPOSITE DIRECTION, ALTITUDE UNKNOWN.' THE 210 PLT ACKNOWLEDGED, BUT NEITHER HE NOR HIS PAX SAW THE CONFLICTING TRAFFIC UNTIL MOMENTS BEFORE IMPACT (NEAR A VOR STN). HE INITIATED EVASIVE ACTION, BUT HE DID NOT BELIEVE THERE WAS SUFFICIENT TIME FOR THE ACFT TO RESPOND TO CTL INPUTS. DRG IMPACT, THE LEFT WINGS OF BOTH ACFT WERE DMGD. THE 210 CONTD FLYING & WAS SUCCESSFULLY LANDED, BUT THE 172 WENT OUT OF CTL & CRASHED. THE 210 PLT ESTIMATED THE VISIBILITY WAS AT LEAST 50 MILES. VISIBILITY AT THE NEAREST WX STN WAS RPRTD TO BE 40 MILES. THERE WAS NO RADIO CTC WITH THE 172. THE 210 PLT DID NOT USE HIS LNDG LIGHT & THERE WAS NO INDCN THAT THE 172 PLT HAD USED HIS LNDG LIGHT, NOR WWAS THE OF A LANDING LIGHT REQUIRED.
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 T210N from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 792 hours in all; 194 in this make and model; 20 in the last 90 days; 2 in the last 30 days; 792 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,662 hours
- Last inspection: annual inspection, November 11, 1988; 54 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: TEB Teterboro NJ at 12:12 pm
- Destination: PWM Portland ME
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 11 knots
- Visibility: 40 statute miles
- Sky: scat at 14,000 ft
- Temperature: 57°F (14°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 12:46 pm from ORH, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 172L from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,020 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, October 30, 1988
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: CAR Caribou ME
- Destination: HFD Hartford CT
- 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.
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.