Boeing A75N1 and Cessna 150L mid-air collision near Marlborough, Massachusetts, September 24, 1995
On September 24, 1995 at about 7:00 pm local time, 2 aircraft, Boeing A75N1 (N89X) and Cessna 150L (N1766Q), were involved in a mid-air collision near Marlborough, Massachusetts (Marlborough airport). 1 person was killed and 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the Stearman, N89X, pilot's inadequate visual lookout. A factor was the failure of the flight instructor of the Cessna 150, N1766Q, to announce his position in the traffic pattern in accordance with recommended procedures.
the Stearman, N89X, pilot's inadequate visual lookout. A factor was the failure of the flight instructor of the Cessna 150, N1766Q, to announce his position in the traffic pattern in accordance with recommended procedures.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 1995 · about 7:00 pm local time
- Place
- Marlborough, Massachusetts · Marlborough
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed and 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing A75N1 · all A75N1s on the register
- Registration
- N89X · registry record · serial 75-4992
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 150L · all 150Ls on the register
- Registration
- N1766Q · no longer on the register · serial 15073066
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing A75N1 final · quoted from the NTSB record
A Cessna 150, N1766Q, preceded the Stearman, N89X, in a left traffic pattern at the uncontrolled airport. The Cessna pilot was heard to call on downwind. The Stearman pilot reported he observed traffic on downwind and then lost sight of it. When the Stearman pilot called on downwind, the Cessna was observed on base. The Stearman pilot was then heard to call on base with traffic not in sight. A witness observed both aircraft on final. The Stearman and the the Cessna collided with the Stearman above the Cessna when the impact occurred. The right aileron separated from the Cessna and the aircraft descended to the ground. The Stearman pilot was able to continue the flight and landed at the airport. According to the Airman's Information Manual (AIM), at uncontrolled airports, traffic calls should be made on downwind, base, and final. Additionally, according to the AIM, pilots should monitor the frequency and exchange traffic information.
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 150L final · quoted from the NTSB record
A Cessna 150, N1766Q, preceded the Stearman, N89X, in a left traffic pattern at the uncontrolled airport. The Cessna pilot was heard to call on downwind. The Stearman pilot reported he observed traffic on downwind and then lost sight of it. When the Stearman pilot called on downwind, the Cessna was observed on base. The Stearman pilot was then heard to call on base with traffic not in sight. A witness observed both aircraft on final. The Stearman and the the Cessna collided with the Stearman above the Cessna when the impact occurred. The right aileron separated from the Cessna and the aircraft descended to the ground. The Stearman pilot was able to continue the flight and landed at the airport. According to the Airman's Information Manual (AIM), at uncontrolled airports, traffic calls should be made on downwind, base, and final. Additionally, according to the AIM, pilots should monitor the frequency and exchange traffic information.
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 A75N1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 30,062 hours in all; 454 in this make and model; 55 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,522 hours
- Last inspection: annual inspection, June 21, 1995; 6 hours since
- Maximum gross weight: 2,700 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental W-670-6A (piston); 0 hours total
The flight
- Departed from: 1B6 Hopedale MA at 6:45 pm
- Destination: 9B1
- Flight plan: none
- Runway 14, 1,682 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 13 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 10,000 ft; scat at 4,000 ft
- Temperature: 61°F (16°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 8:45 pm from BED, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 150L from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,585 hours in all; 1,937 in this make and model; 75 in the last 90 days; 29 in the last 30 days; 3,319 as pilot in command; 2,332 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,187 hours
- Last inspection: annual inspection, January 9, 1995; 3 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
The flight
- Departed from: 9B1 at 6:00 pm
- Flight plan: none
- Runway 14, 1,682 ft by 50 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.
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 documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text 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 NYC95FA224.