Cessna 337C and Cessna 305C mid-air collision near North Adams, Massachusetts, September 12, 1999
On September 12, 1999 at about 5:29 pm local time, 2 aircraft, Cessna 337C (N973FS) and Cessna 305C (N3255P), were involved in a mid-air collision near North Adams, Massachusetts (North Adams airport). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the pilot of the Cessna 305 to follow the instructions issued, and maintain a low altitude. A factor was the delay in evasive action by the pilot of the Cessna 337 after he was first advised that the Cessna 305 was climbing.
the failure of the pilot of the Cessna 305 to follow the instructions issued, and maintain a low altitude. A factor was the delay in evasive action by the pilot of the Cessna 337 after he was first advised that the Cessna 305 was climbing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 12, 1999 · about 5:29 pm local time
- Place
- North Adams, Massachusetts · North Adams
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 337C · all 337Cs on the register
- Registration
- N973FS · no longer on the register · serial 337-0973
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
- Aircraft 2
- Cessna 305C · all 305Cs on the register
- Registration
- N3255P · no longer on the register · serial 24542
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 337C final · quoted from the NTSB record
Three airplanes were making fly-bys at an airshow. The pilots were briefed to prepare for multiple passes. The faster airplane, a Cessna 337 was assigned a minimum altitude of 500 feet AGL, while the two slower airplanes, a Piper J3C-65, followed by Cessna 305 were restricted from climbing above 200 feet AGL. After the Cessna 337 made one fly-by, the Piper and Cessna 305 flew by show-center. Passing show-center, the Piper remained below 200 feet AGL. However, the Cessna 305 initiated a climb as the Cessna 337 returned toward show-center for his second pass. Witnesses reported the airboss advised the pilot of the Cessna 337 that the Cessna 305 was climbing. The downward visibility over the nose of the Cessna 337 restricted the pilot from seeing the Cessna 305 until it appeared in front of him. At the time of the collision, the Cessna 337 was maneuvering to the right and descending. The Cessna 305 was in a wings level climb straight ahead.
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 305C final · quoted from the NTSB record
Three airplanes were making fly-bys at an airshow. The pilots were briefed to prepare for multiple passes. The faster airplane, a Cessna 337 was assigned a minimum altitude of 500 feet AGL, while the two slower airplanes, a Piper J3C-65, followed by Cessna 305 were restricted from climbing above 200 feet AGL. After the Cessna 337 made one fly-by, the Piper and Cessna 305 flew by show-center. Passing show-center, the Piper remained below 200 feet AGL. However, the Cessna 305 initiated a climb as the Cessna 337 returned toward show-center for his second pass. Witnesses reported the airboss advised the pilot of the Cessna 337 that the Cessna 305 was climbing. The downward visibility over the nose of the Cessna 337 restricted the pilot from seeing the Cessna 305 until it appeared in front of him. At the time of the collision, the Cessna 337 was maneuvering to the right and descending. The Cessna 305 was in a wings level climb straight ahead.
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 337C from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,750 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 4,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-360 (piston); 0 hours total
The flight
- Departed from: AQW at 5:15 pm
- Flight plan: none
- Runway 29, 4,300 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 79°F (26°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 305C from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 964 hours in all; 365 in this make and model; 24 in the last 90 days; 881 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 7,254 hours
- Last inspection: annual inspection, December 4, 1998; 75 hours since
- Maximum gross weight: 2,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-470 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: AQW
- Flight plan: none
- Runway 29, 4,300 ft by 100 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.