Rockwell NA-265-65 and Piper PA-31T1 accident near Seattle, Washington, November 30, 1999
On November 30, 1999 at about 3:20 am local time, 2 aircraft, Rockwell NA-265-65 (N920DY) and Piper PA-31T1 (N93SH), were involved in the same accident near Seattle, Washington (Boeing Field). No one was hurt; 8 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadequate visual lookout and clearance was not maintained by the pilot of another aircraft. Diverted attention by the pilot of another aircraft, dark night conditions and rain were factors.
Inadequate visual lookout and clearance was not maintained. Diverted attention, dark night conditions and rain were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 30, 1999 · about 3:20 am local time
- Place
- Seattle, Washington · Boeing Field · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 8 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Rockwell NA-265-65
- Registration
- N920DY · no longer on the register · serial 465-50
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-31T1 · all PA-31T1s on the register
- Registration
- N93SH · registry record · serial 31T-7904029
- Damage
- Minor damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative for the Rockwell NA-265-65 final · quoted from the NTSB record
After N920DY, a Sabreliner, landed and cleared the runway, ground control cleared the aircraft to taxi to the Galvin ramp. Approximately three minutes later, N93SH, a Piper Cheyenne, landed and made initial contact with ground control to also taxi to the Galvin ramp. Prior to the Cheyenne's contact with ground control, N795HB, an Astra, contacted ground control to advise that they were ready to taxi out of the Galvin ramp. Ground control cleared the Astra to taxi up to, but to hold short of the taxiway for the Sabreliner that was inbound. When the Sabreliner arrived at the ramp area, the pilot transmitted without identifying their call number or location for the Astra to move out and that they would give way. The Astra pilot then transmitted without identifying their call number or location, to ground control, that the Sabreliner wanted them to move out. Ground control then cleared the Astra to taxi to the runway and that the Sabreliner would hold. By this time, the Cheyenne was in contact with ground control. While the Cheyenne was taxiing to the Galvin ramp, ground control instructed the pilot to follow a Sabreliner that was ahead on the taxiway going up the ramp. The pilot of the Cheyenne responded that he had the aircraft in sight. The pilot of the Cheyenne reported that as he approached the Galvin ramp, he glanced over to the right, looking for a parking slot. When he resumed forward view down the taxiway, the landing light illuminated the tail end of an aircraft approximately six feet in front of him. The pilot applied the brakes, however the aircraft did not stop in time before colliding with the tail of the Sabreliner that was still holding on the taxiway. Later, the Cheyenne pilot reported that he mistook the Astra for the Sabreliner, and that it was the Astra that he saw moving on the taxiway. The pilot also reported that he never saw the Sabreliner on the taxiway, and that ground control did not warn him that it was holding on the taxiway and not moving. At the time, it was dark night conditions with light rain falling.
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-31T1 final · quoted from the NTSB record
After N920DY, a Sabreliner, landed and cleared the runway, ground control cleared the aircraft to taxi to the Galvin ramp. Approximately three minutes later, N93SH, a Piper Cheyenne, landed and made initial contact with ground control to also taxi to the Galvin ramp. Prior to the Cheyenne's contact with ground control, N795HB, an Astra, contacted ground control to advise that they were ready to taxi out of the Galvin ramp. Ground control cleared the Astra to taxi up to, but to hold short of the taxiway for the Sabreliner that was inbound. When the Sabreliner arrived at the ramp area, the pilot transmitted without identifying their call number or location for the Astra to move out and that they would give way. The Astra pilot then transmitted without identifying their call number or location, to ground control, that the Sabreliner wanted them to move out. Ground control then cleared the Astra to taxi to the runway and that the Sabreliner would hold. By this time, the Cheyenne was in contact with ground control. While the Cheyenne was taxiing to the Galvin ramp, ground control instructed the pilot to follow a Sabreliner that was ahead on the taxiway going up the ramp. The pilot of the Cheyenne reported that he had the aircraft in sight. The pilot of the Cheyenne reported that as he approached the Galvin ramp, he glanced over to the right looking for a parking slot. When he resumed forward view down the taxiway, the landing light illuminated the tail end of an aircraft approximately six feet in front of him. The pilot applied the brakes, however the aircraft did not stop in time before colliding with the tail of the Sabreliner that was still holding on the taxiway. Later, the pilot of the Cheyenne reported that he mistook the Astra for the Sabreliner, and that it was the Astra that he saw moving on the taxiway. The pilot also reported that he never saw the Sabreliner on the taxiway, and that ground control did not warn him that it was holding on the taxiway and not moving. At the time, it was dark night conditions with light rain falling.
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 Rockwell NA-265-65 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 single-engine; instrument: airplane
- Flight time: 16,421 hours in all; 1,817 in this make and model; 154 in the last 90 days; 49 in the last 30 days; 14,812 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,062 hours
- Last inspection: continuous airworthiness programme, November 22, 1999; 24 hours since
- Maximum gross weight: 24,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TFE 731-3-R (turbofan); 0 hours total
The flight
- Departed from: CHA Chattanooga TN at 9:36 pm
- Flight plan: IFR
- Runway 13R, 10,001 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 140° at 11 knots
- Visibility: 10 statute miles
- Sky: overcast at 600 ft; not recorded
- Temperature: 52°F (11°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 2:53 am from BFI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 2 |
The factual record for the Piper PA-31T1 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 single-engine; instrument: airplane
- Flight time: 20,687 hours in all; 1,887 in this make and model; 45 in the last 90 days; 20 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,773 hours
- Last inspection: continuous airworthiness programme, October 20, 2000; 24 hours since
- Maximum gross weight: 8,750 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT6A-11 (turboprop); 0 hours total
The flight
- Departed from: PDX Portland OR at 2:35 am
- Flight plan: IFR
- Runway 13R, 10,001 ft by 200 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.