Mooney M-20C and Piper PA-28-140 mid-air collision near Monogahela, Pennsylvania, July 9, 1995
On July 9, 1995 at about 4:55 pm local time, 2 aircraft, Mooney M-20C (N2763W) and Piper PA-28-140 (N7416R), were involved in a mid-air collision near Monogahela, Pennsylvania (Rostraver airport). 2 people were seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE PILOTS OF THE MONNEY M20C, N2763W, AND THE PIPER PA-28, N7416R, TO SEE AND AVOID EACH OTHER.
THE FAILURE OF THE PILOTS OF THE MONNEY M20C, N2763W, AND THE PIPER PA-28, N7416R, TO SEE AND AVOID EACH OTHER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 1995 · about 4:55 pm local time
- Place
- Monogahela, Pennsylvania · Rostraver · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Mooney M-20C · all M-20Cs on the register
- Registration
- N2763W · no longer on the register · serial 3353
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N7416R · registry record · serial 2821940
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Mooney M-20C final · quoted from the NTSB record
THE MOONEY M20C, N2763W, ON A DUAL INSTRUCTIONAL FLIGHT, WAS INBOUND TO THE UNCONTROLLED AIRPORT FOLLOWING THE VOR FINAL APPROACH COURSE OF 119 DEGREES AT 2,000 FT. THE PIPER PA-28, N7416R, HAD DEPARTED THE AIRPORT, TURNED NORTHWEST, AND CLIMBED TO 2,000 FT. THE AIRPLANES COLLIDED 2 MILES NORTHWEST OF THE AIRPORT. ONE OF THE MOONEY PILOTS DESCRIBED THE COLLISION AS 'A SHADOW APPEARED ON THE RIGHT AND CRASHING NOISE AS THE CABIN RIPPED OPEN.' THE PIPER PILOT DESCRIBED THE COLLISION AS A 'LOUD BANG ON THE LEFT SIDE OF THE ENGINE COMPARTMENT AND I SAW COWL BADLY MANGLED.' THE MOONEY WAS NOT ABLE TO MAINTAIN FLIGHT AND MADE A FORCED LANDING IN AN OPEN FIELD. THE PIPER PILOT WAS ABLE TO CONTINUE FLIGHT AND RETURN TO THE DEPARTURE AIRPORT. EXAMINATION OF THE MOONEY REVEALED SEPARATION OF THE UPPER FUSELAGE, TOP VERTICAL STABILIZER AND RUDDER. EXAMINATION OF THE PIPER FIREWALL REVEALED THE MOONEY'S RUDDER BALANCE WEIGHT WAS IMBEDDED. NO EVASIVE ACTION WAS TAKEN BY THE PILOTS PRIOR TO THE COLLISION.
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 PA-28-140 final · quoted from the NTSB record
THE MOONEY M20C, N2763W, ON A DUAL INSTRUCTIONAL FLIGHT, WAS INBOUND TO THE UNCONTROLLED AIRPORT FOLLOWING THE VOR FINAL APPROACH COURSE OF 119 DEGREES AT 2,000 FT. THE PIPER PA-28, N7416R, HAD DEPARTED THE AIRPORT, TURNED NORTHWEST, AND CLIMBED TO 2,000 FT. THE AIRPLANES COLLIDED 2 MILES NORTHWEST OF THE AIRPORT. ONE OF THE MOONEY PILOTS DESCRIBED THE COLLISION AS 'A SHADOW APPEARED ON THE RIGHT AND CRASHING NOISE AS THE CABIN RIPPED OPEN.' THE PIPER PILOT DESCRIBED THE COLLISION AS A 'LOUD BANG ON THE LEFT SIDE OF THE ENGINE COMPARTMENT AND I SAW COWL BADLY MANGLED.' THE MOONEY WAS NOT ABLE TO MAINTAIN FLIGHT AND MADE A FORCED LANDING IN AN OPEN FIELD. THE PIPER PILOT WAS ABLE TO CONTINUE FLIGHT AND RETURN TO THE DEPARTURE AIRPORT. EXAMINATION OF THE MOONEY REVEALED SEPARATION OF THE UPPER FUSELAGE, TOP VERTICAL STABILIZER AND RUDDER. EXAMINATION OF THE PIPER FIREWALL REVEALED THE MOONEY'S RUDDER BALANCE WEIGHT WAS IMBEDDED. NO EVASIVE ACTION WAS TAKEN BY THE PILOTS PRIOR TO THE COLLISION.
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 Mooney M-20C from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,600 hours in all; 300 in this make and model; 5,500 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,184 hours
- Last inspection: annual inspection, June 19, 1995; 1 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
The flight
- Departed from: P53 at 4:45 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 10 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from AGC, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
The factual record for the Piper PA-28-140 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,877 hours in all; 54 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 7,877 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,383 hours
- Last inspection: annual inspection, September 1, 1994; 29 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
The flight
- Departed from: P53 at 4:30 pm
- 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.