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Safety Recommendation Details

Safety Recommendation A-82-061
Details
Synopsis: ON SEPTEMBER 23, 1981, A RONSON AVIATION BELL 206B HELICOP TER AND A SEMINOLE AIR CHARTER PIPER PA-34 AIRPLANE COLLIDED IN FLIGHT OVER THE MEADOWLANDS SPORTS COMPLEX IN EAST RUTHERFORD, NEW JERSEY, ABOUT 2 MI SOUTH OF THE TETERBORO, NEW JERSEY, AIRPORT. THERE WERE SCATTERED CLOUDS AT ABOUT 6,000 FEET AND THE VISIBILITY WAS 30 MILES AT THE TIME. THE AIRPLANE HAD DEPARTED SYRACUSE, NEW YORK, ON AN INSTRUMENT FLIGHT RULES FLIGHT PLAN TO TETERBORO, AND WAS ON A LEFT BASE LEG TO RUNWAY 1 FOLLOWING AN INSTRUMENT LANDING SYSTEM (ILS) APPROACH TO RUNWAY 6. THE HELICOPTER WAS OPERATING UNDER VISUAL FLIGHT RULES INBOUND TO TETERBORO FROM WOOD BRIDGE, NEW JERSEY, FOR A LANDING ON THE RAMP AREA ADJACENT TO THE SOUTH END OF RUNWAY 1. THE TWO AIRCRAFT COLLIDED AT ABOUT 650 FEET. THE HELICOPTER FELL INTO A PARKING LOT, AND BOTH PERSONS ABOARD WERE KILLED. THE AIRPLANE, WITH ABOUT 8 FEET OF ITS LEFT WING AND ITS RIGHT ENGINE MISSING, MADE A GEAR-UP LANDING IN A MARSH ABOUT SEVEN-TENTHS OF A MILE EAST OF THE COLLISION POINT. THE PILOT WAS SERIOUSLY INJURED AND THE PASSENGER RECEIVED MINOR INJURIES.
Recommendation: THE NTSB RECOMMENDS THAT THE AIRCRAFT OWNERS AND PILOTS ASSOCIATION, THE NATIONAL ASSOCIATION OF FLIGHT INSTRUCTORS, THE COMMUTER AIRLINE ASSOCIATION OF AMERICA, THE HELICOPTER ASSOCIATION INTERNATIONAL, AND THE NATIONAL BUSINESS AIRCRAFT ASSOCIATION: THROUGH APPROPRIATE EDUCATIONAL PROGRAMS AND COMMUNICATIONS, EMPHASIZE TO PILOTS THE IMPORTANCE OF ACCURATE POSITION REPORTING IN COMMUNICATIONS WITH AIR TRAFFIC CONTROL FACILITIES.
Original recommendation transmittal letter: PDF
Overall Status: Closed - Acceptable Action
Mode: Aviation
Location: East Rutherford, NJ, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: DCA81AA028
Accident Reports: Ronson Aviation Bell 206B, N27670 and Seminole Air Charter Piper PA 34-200T, N8110R, Midair Collision
Report #: AAR-82-06
Accident Date: 9/23/1981
Issue Date: 7/22/1982
Date Closed: 1/17/1993
Addressee(s) and Addressee Status: Aircraft Owners and Pilots Association (Closed - Acceptable Action)
Helicopter Association International (Closed - Acceptable Action)
National Association of Flight Instructors (Closed - Acceptable Action)
National Business Aviation Association (Closed - Acceptable Action)
Regional Airline Association (Closed - Unacceptable Action)
Keyword(s): General Aviation, Training and Education

Safety Recommendation History
From: NTSB
To: National Business Aviation Association
Date: 1/4/1989
Response:

From: NTSB
To: National Business Aviation Association
Date: 3/25/1986
Response:

From: National Business Aviation Association
To: NTSB
Date: 7/29/1982
Response: NATIONAL BUSINESS AIRCRAFT ASSOCIATION LTR: THE RECOMMENDATION WAS DISCUSSED ON PAGES 22 AND 23 OF NBAA'S MAINTENANCE AND OPERATIONS BULLETIN 82-2.

From: NTSB
To: National Association of Flight Instructors
Date: 6/29/1987
Response:

From: National Association of Flight Instructors
To: NTSB
Date: 5/11/1987
Response: THE MARC/APRIL EDITION OF THE NEWSLETTER WAS MAILED TO ALL MEMBERS OF THE NAFI ON MAY 4, 1987.

From: NTSB
To: National Association of Flight Instructors
Date: 11/17/1986
Response:

From: National Association of Flight Instructors
To: NTSB
Date: 11/17/1986
Response: THROUGH APPROPRIATE EDUCATIONAL PROGRAMS AND COMMUNICATIONS, EMPHASIZE TO PILOTS THE IMPORTANCE OF ACCURATE POSITION RE PORTING IN COMMUNICATIONS WITH AIR TRAFFIC CONTROL FACILI TIES.

From: NTSB
To: Aircraft Owners and Pilots Association
Date: 1/4/1989
Response:

From: Aircraft Owners and Pilots Association
To: NTSB
Date: 8/17/1982
Response: -From John L. Baker, President: AOPA has reviewed the Board's recent recommendation (A-82-61) concerning accurate position reporting which stemmed from the Board's investigation of the September 23, 1981 midair collision at East Rutherford, New Jersey. As you know, AOPA and the AOPA Air Safety Foundation make significant contributions to pilot education and aviation safety. We will, indeed, reinforce the importance of accurate position reporting in the near future. However, we disagree with the Board's implication that inaccurate position reporting by pilots was a significant contributor to this accident. The report indicated that the Seneca pilot had reported "inside the marker, left base for 1" and the controller had replied "in sight." How then can the statement be made in the next paragraph that the controller "believed that the airplane was farther out on the ILS than was actually the case?" Comments throughout the report, such as "…the controller no doubt believed…" and "…it is likely that he perceived…" are inordinate conjecture on the part of the Board and are not supported by fact. To conclude from this investigation that pilots (only) need education seems more than unfair. The report on this accident is not up to the usual professional standards of the National Transportation Safety Board and we are disappointed that it was used as the - foundation for recommendation A-82-61. We recommend that the Board review the report with the above in mind.

From: NTSB
To: Helicopter Association International
Date: 8/19/1985
Response:

From: Helicopter Association International
To: NTSB
Date: 4/24/1985
Response: HELICOPTER ASSOCIATION INTERNATIONAL LETTER: WE HAVE INCORPORATED THIS RECOMMENDATION INTO THE SYLLIBUS OF OUR FAA APPROVED ANNUAL CERTIFIED FLIGHT INSTRUCTOR REFRESHER COURSE. THIS COURSE IS CONDUCTED UNDER THE GUIDELINES IN AC 61-83B. WE WILL INCORPORATE THIS RECOMMENDATION FORMALLY INTO THE HAI SAFETY MANUAL IN THE NEXT REVISION, SCHEDULED TO BE PUBLISHED IN JULY 1985. PUBLICATION OF THIS RECOMMENDATION WILL BE MADE THROUGH OUR "IN HOUSE" PUBLICATIONS.

From: NTSB
To: Regional Airline Association
Date: 1/4/1989
Response:

From: NTSB
To: Regional Airline Association
Date: 11/19/1985
Response:

From: NTSB
To: Regional Airline Association
Date: 7/13/1984
Response: