Piper PA-18 and Piper PA-18 mid-air collision near Dillingham, Alaska, September 16, 2010
On September 16, 2010 at about 2:40 am local time, 2 aircraft, Piper PA-18 (N9699P) and Piper PA-18 (N2FD), were involved in a mid-air collision near Dillingham, Alaska (Shannons Pond Seaplane airport). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Both pilots’ failure to see and avoid each other during initial climb, resulting in a midair collision. Contributing to the accident was the pilot of N9699P’s inability to use his airplane's radio for air traffic advisories.
Both pilots’ failure to see and avoid each other during initial climb, resulting in a midair collision. Contributing to the accident was the pilot of N9699P’s inability to use his airplane's radio for air traffic advisories.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2010 · about 2:40 am local time
- Place
- Dillingham, Alaska · Shannons Pond Seaplane · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-18 · all PA-18s on the register
- Registration
- N9699P · no longer on the register · serial 18-7509044
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-18 · all PA-18s on the register
- Registration
- N2FD · registry record · serial 18-4559
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-18 final · quoted from the NTSB record
Two pilots of the same model Piper float-equipped airplanes were departing from the same floatplane lake toward a mutual destination when they collided in midair near the edge of the lake. Visual flight rules weather conditions existed at the time of the departures. The floatplane lake did not have air traffic control services, although an adjacent Federal Aviation Administration flight service station (FSS) was operating and issuing air traffic advisories via radio to participating pilots. The pilot of one of the airplanes, N9699P, discovered that the airplane's battery was dead during the preflight inspection and hand-propped the airplane to start it before he taxied on the lake to warm up the engine. He said when he applied power for takeoff, the second airplane (N2FD) was to his left and behind him. He indicated that he was unable to use his airplane's radio due to the dead battery. During the initial takeoff climb he said he saw something that flashed by and heard a loud noise. He then lost control and the airplane impacted the ground next to the lake, sustaining substantial damage to both wings and the fuselage. The pilot of the other airplane (N2FD) said that he started his airplane and, while taxiing on the lake, contacted the nearby FAA FSS for a traffic advisory. He said that he did not hear N9699P on the radio. When he departed the other accident airplane was still on the lake to his right and, he believed, still taxiing to warm up its engine. He said that he heard a loud bang, and thought something had broken on his airplane, resulting in a loss of control and impact. His airplane sustained substantial damage to both wings and the fuselage. A witness said that he was in his house near the lake and heard two airplanes power up, one right after the other, and he looked outside to watch. Both airplanes started to take off from different areas on the same side of the lake and were headed in the same direction. He indicated that as both airplanes lifted off the water and started to climb, about 50 to 70 feet above the water, one airplane (N9699P) appeared to come up underneath the other's (N2FD) right wing. The witness said that the airplanes collided and tumbled to the shore of the lake.
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-18 final · quoted from the NTSB record
Two pilots of the same model Piper float-equipped airplanes were departing from the same floatplane lake toward a mutual destination when they collided in midair near the edge of the lake. Visual flight rules weather conditions existed at the time of the departures. The floatplane lake did not have air traffic control services, although an adjacent Federal Aviation Administration flight service station (FSS) was operating and issuing air traffic advisories via radio to participating pilots. The pilot of one of the airplanes, N9699P, discovered that the airplane's battery was dead during the preflight inspection and hand-propped the airplane to start it before he taxied on the lake to warm up the engine. He said when he applied power for takeoff, the second airplane (N2FD) was to his left and behind him. He indicated that he was unable to use his airplane's radio due to the dead battery. During the initial takeoff climb he said he saw something that flashed by and heard a loud noise. He then lost control and the airplane impacted the ground next to the lake, sustaining substantial damage to both wings and the fuselage. The pilot of the other airplane (N2FD) said that he started his airplane and, while taxiing on the lake, contacted the nearby FAA FSS for a traffic advisory. He said that he did not hear N9699P on the radio. When he departed the other accident airplane was still on the lake to his right and, he believed, still taxiing to warm up its engine. He said that he heard a loud bang, and thought something had broken on his airplane, resulting in a loss of control and impact. His airplane sustained substantial damage to both wings and the fuselage. A witness said that he was in his house near the lake and heard two airplanes power up, one right after the other, and he looked outside to watch. Both airplanes started to take off from different areas on the same side of the lake and were headed in the same direction. He indicated that as both airplanes lifted off the water and started to climb, about 50 to 70 feet above the water, one airplane (N9699P) appeared to come up underneath the other's (N2FD) right wing. The witness said that the airplanes collided and tumbled to the shore of the lake.
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 Piper PA-18 from the NTSB's investigation tables, in plain English
What happened, in order
- Comm system malf/failure during standing (engine(s) operating)
- Midair collision during initial climb defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot of other aircraft
- factor Aircraft › Aircraft systems › Communications system › VHF communication system › Inoperative
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,929 hours in all; 4,500 in this make and model; 153 in the last 90 days; 67 in the last 30 days; 5,852 as pilot in command; 110 on instruments
- Last flight review: April 27, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 2,555 hours
- Last inspection: annual inspection, October 19, 2009
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 B2B (piston); 0 hours total
The flight
- Departed from: 0Z3 Dillingham AK at 9:40 pm
- Destination: 0Z3 Dillingham AK
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 30 statute miles
- Sky: a few clouds at 4,000 ft
- Temperature: 55°F (13°C), dew point 45°F (7°C)
- Altimeter: 30.20 inHg
- Observation at 9:49 pm from PADL, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Piper PA-18 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during initial climb
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot of other aircraft
- factor Aircraft › Aircraft systems › Communications system › VHF communication system › Inoperative
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 1,250 hours in all; 619 in this make and model; 11 in the last 90 days; 8 in the last 30 days; 1,145 as pilot in command
- Last flight review: August 27, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,484 hours
- Last inspection: annual inspection, June 2, 2010
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: 0Z3 Dillingham AK
- Destination: 0Z3 Dillingham AK
- Flight plan: not recorded
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.