Airbus Industrie A320-214 and Beech C-99 incident near Minneapolis, Minnesota, September 16, 2010
On September 16, 2010 at about 11:49 am local time, 2 aircraft, Airbus Industrie A320-214 (N122US) and Beech C-99 (N7212P), were involved in the same incident near Minneapolis, Minnesota. No one was hurt; 190 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
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The NTSB's probable cause their words, unchanged
The Local North Controller's issuance of a left-turn heading to the Airbus without establishing the position and heading of the Beech. Contributing to the incident was the Local South Controller's distraction with a ground movement operation and lack of awareness of the Beech's heading and the impending conflict. Also contributing to the incident was the Beech's delayed turn to the assigned departure heading.
The Local North Controller's issuance of a left-turn heading to the Airbus without establishing the position and heading of the Beech. Contributing to the incident was the Local South Controller's distraction with a ground movement operation and lack of awareness of the Beech's heading and the impending conflict. Also contributing to the incident was the Beech's delayed turn to the assigned departure heading.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2010 · about 11:49 am local time
- Place
- Minneapolis, Minnesota · map
- Type
- Incident
- Injuries
- No one was hurt; 190 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft 1
- Airbus Industrie A320-214 · all A320-214s on the register
- Registration
- N122US · registry record · serial 1298
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Beech C-99 · all C-99s on the register
- Registration
- N7212P · registry record · serial U-220
- Damage
- Not recorded
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative for the Airbus Industrie A320-214 final · quoted from the NTSB record
An Airbus 320, operating as US Airways flight 1848, a scheduled 14 Code of Federal Regulations (CFR) Part 121 passenger flight, departed Minneapolis from runway 30R and was instructed by the Local North Controller to turn left to a heading of 260. A Beech 99, operating as Bemidji Aviation Services flight 46, a 14 CFR Part 135 cargo flight, was cleared for takeoff from runway 30L by the Local South Controller and was instructed to fly a heading of 180 after departure. The pilot had not yet initiated the turn when the two aircraft crossed paths about 1/2 mile northwest of the end of runway 30L, with an estimated separation of zero feet laterally and 50 feet vertically. The Local South Controller later stated that he became distracted in dealing with a ground operation and did not notice that the Beech was not turning as soon as he expected. An operational error occurred when the aircraft continued straight out from runway 30L and conflicted with the Airbus. No injuries or damage were reported and both aircraft continued to their destinations. The reported ceiling at the time was 900 feet and the visibility was 10 miles.
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 Beech C-99 final · quoted from the NTSB record
An Airbus 320, operating as US Airways flight 1848, a scheduled 14 Code of Federal Regulations (CFR) Part 121 passenger flight, departed Minneapolis from runway 30R and was instructed by the Local North Controller to turn left to a heading of 260. A Beech 99, operating as Bemidji Aviation Services flight 46, a 14 CFR Part 135 cargo flight, was cleared for takeoff from runway 30L by the Local South Controller and was instructed to fly a heading of 180 after departure. The pilot had not yet initiated the turn when the two aircraft crossed paths about 1/2 mile northwest of the end of runway 30L, with an estimated separation of zero feet laterally and 50 feet vertically. The Local South Controller later stated that he became distracted in dealing with a ground operation and did not notice that the Beech was not turning as soon as he expected. An operational error occurred when the aircraft continued straight out from runway 30L and conflicted with the Airbus. No injuries or damage were reported and both aircraft continued to their destinations. The reported ceiling at the time was 900 feet and the visibility was 10 miles.
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 Airbus Industrie A320-214 from the NTSB's investigation tables, in plain English
What happened, in order
- Near midair/TCAS alert/loss of separation during initial climb defining event
The NTSB's findings
- factor Personnel issues › Action/decision › Info processing/decision › Identification/recognition › ATC personnel
- factor Personnel issues › Task performance › Workload management › Task scheduling › ATC personnel
- factor Organizational issues › Management › Policy/procedure › Adequacy of policy/proc › ATC
- factor Personnel issues › Action/decision › Info processing/decision › Expectation/assumption › ATC personnel
- cause Personnel issues › Action/decision › Action › Incorrect action sequence › ATC personnel
- factor Personnel issues › Action/decision › Action › Delayed action › Pilot of other aircraft
The aircraft
- Seats: 182
- Landing gear: fixed
- Engine 1: Cfm Intl. CFM56 SERIES (turbofan); 0 hours total
- Engine 2: Cfm Intl. CFM56 SERIES (turbofan); 0 hours total
- Operator: US Airways INC
The flight
- Departed from: Minneapolis MN at 11:49 am
- Destination: CLT Charlotte NC
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 12 knots
- Visibility: 10 statute miles
- Sky: overcast at 900 ft
- Temperature: 50°F (10°C), dew point 46°F (8°C)
- Altimeter: 29.98 inHg
- Observation at 11:53 am from msp
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 3 | |||
| Flig | 2 | |||
| Passengers | 90 |
The factual record for the Beech C-99 from the NTSB's investigation tables, in plain English
What happened, in order
- Near midair/TCAS alert/loss of separation during initial climb defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action sequence › ATC personnel
- factor Personnel issues › Task performance › Workload management › Task scheduling › ATC personnel
- factor Personnel issues › Action/decision › Info processing/decision › Identification/recognition › ATC personnel
- factor Personnel issues › Action/decision › Info processing/decision › Expectation/assumption › ATC personnel
- factor Organizational issues › Management › Policy/procedure › Adequacy of policy/proc › ATC
- factor Personnel issues › Action/decision › Action › Delayed action › Pilot
The aircraft
- Seats: 2
- Landing gear: fixed
- Engine 1: P&W Canada PT6A-60A (turboprop); 0 hours total
- Engine 2: P&W Canada PT6A-60A (turboprop); 0 hours total
- Operator: Bemidji Aviation Services INC
The flight
- Departed from: Minneapolis MN at 11:49 am
- Flight plan: not recorded
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 3 | |||
| Flig | 2 | |||
| Passengers | 90 |
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 OPS10IA574.