Cessna U206G and Cessna 180B mid-air collision near Talkeetna, Alaska, July 30, 2011
On July 30, 2011 at about 10:15 pm local time, 2 aircraft, Cessna U206G (N756MP) and Cessna 180B (N5214E), were involved in a mid-air collision near Talkeetna, Alaska. 4 people were killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate visual lookout and failure to see and avoid by the pilots of both airplanes while maneuvering to land, which resulted in a midair collision. Contributing to the accident was the lack of standardized, unequivocal procedures concerning common traffic advisory frequencies used in the area.
The inadequate visual lookout and failure to see and avoid by the pilots of both airplanes while maneuvering to land, which resulted in a midair collision. Contributing to the accident was the lack of standardized, unequivocal procedures concerning common traffic advisory frequencies used in the area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 2011 · about 10:15 pm local time
- Place
- Talkeetna, Alaska · map
- Type
- Accident · mid-air collision
- Injuries
- 4 people were killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna U206G · all U206Gs on the register
- Registration
- N756MP · registry record · serial U20604202
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 180B · all 180Bs on the register
- Registration
- N5214E · no longer on the register · serial 50514
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna U206G final · quoted from the NTSB record
Two float-equipped, high-wing airplanes, a Cessna 206 and a Cessna 180, collided in midair in day visual meteorological conditions near a remote lake, which was the destination for both airplanes. The Cessna 206 pilot stated that he was maneuvering for landing after completing a right 270-degree turn, which positioned the airplane for a left downwind approach for landing to the northeast. The Cessna 180 was flying northbound and presumably also on a left downwind approach for landing to the northeast. The airplanes were about 900 feet above ground level when the collision occurred. The pilot of the Cessna 206 said he saw the Cessna 180 approaching from the right, and he made an immediate climbing left turn just before the collision. The Cessna 180 descended vertically to the ground. The Cessna 206 continued to fly and landed safely with the outboard portion of the Cessna 180’s left wing entangled in its floats. Neither pilot was in communication with any air traffic control facility. The airplanes were operating in uncontrolled airspace. The Cessna 206 pilot reported that he was monitoring 122.8 MHz, the common traffic advisory frequency (CTAF) for the area. A pilot-rated relative of the Cessna 180 pilot said the pilot monitored 122.9 MHz on previous flights, which was the MULTICOM frequency used for off-airport operations. A review of FAA-approved CTAF radio frequencies used in the area revealed equivocal language regarding which CTAF radio frequency should be used. Additionally, due to a high concentration of aerodromes in the area, many of the frequency boundaries overlap. Given the reports of the radio frequencies that were monitored by both pilots, it is likely that, had both pilots been announcing their intentions on the same frequency, both pilots would have had increased awareness of the presence of the other airplane.
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 180B final · quoted from the NTSB record
Two float-equipped, high-wing airplanes, a Cessna 206 and a Cessna 180, collided in midair in day visual meteorological conditions near a remote lake, which was the destination for both airplanes. The Cessna 206 pilot stated that he was maneuvering for landing after completing a right 270-degree turn, which positioned the airplane for a left downwind approach for landing to the northeast. The Cessna 180 was flying northbound and presumably also on a left downwind approach for landing to the northeast. The airplanes were about 900 feet above ground level when the collision occurred. The pilot of the Cessna 206 said he saw the Cessna 180 approaching from the right, and he made an immediate climbing left turn just before the collision. The Cessna 180 descended vertically to the ground. The Cessna 206 continued to fly and landed safely with the outboard portion of the Cessna 180’s left wing entangled in its floats. Neither pilot was in communication with any air traffic control facility. The airplanes were operating in uncontrolled airspace. The Cessna 206 pilot reported that he was monitoring 122.8 MHz, the common traffic advisory frequency (CTAF) for the area. A pilot-rated relative of the Cessna 180 pilot said the pilot monitored 122.9 MHz on previous flights, which was the MULTICOM frequency used for off-airport operations. A review of Federal Aviation Administration-approved CTAF radio frequencies used in the area revealed equivocal language regarding which CTAF radio frequency should be used. Additionally, due to a high concentration of aerodromes in the area, many of the frequency boundaries overlap. Given the reports of the radio frequencies that were monitored by both pilots, it is likely that, had both pilots been announcing their intentions on the same frequency, both pilots would have had increased awareness of the presence of the other airplane.
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 U206G from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- factor Organizational issues › Management › Communication (organizational) › (general) › FAA/Regulator
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 19,100 hours in all
- Last flight review: July 9, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,593 hours
- Last inspection: annual inspection, June 21, 2011
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Cont Motor IO 520 SERIES (piston); 0 hours total
The flight
- Departed from: Talkeetna AK at 5:10 pm
- Destination: Talkeetna AK
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 4,500 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Cessna 180B from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- factor Organizational issues › Management › Communication (organizational) › (general) › FAA/Regulator
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 220 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor O-470 SERIES (piston); 0 hours total
- Fire in flight and on the ground
The flight
- Departed from: PALH Anchorage AK at 4:30 pm
- Destination: Talkeetna AK
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.