Cessna 175 and Cessna 207 mid-air collision near Anchorage, Alaska, June 13, 2018
On June 13, 2018 at about 8:05 pm local time, 2 aircraft, Cessna 175 (N9423B) and Cessna 207 (N91038), were involved in a mid-air collision near Anchorage, Alaska. 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilots to see and avoid the other airplane while in level cruise flight, which resulted in a midair collision.
The failure of both pilots to see and avoid the other airplane while in level cruise flight, which resulted in a midair collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 2018 · about 8:05 pm local time
- Place
- Anchorage, Alaska · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 175, built 1958 · all 175s on the register
- Registration
- N9423B · registry record · serial 55223
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 207, built 1969 · all 207s on the register
- Registration
- N91038 · no longer on the register · serial 20700027
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative for the Cessna 175 final · quoted from the NTSB record
Two wheel-equipped, high-wing airplanes, a Cessna 207 and a Cessna 175, collided midair while in cruise flight in day visual meteorological conditions. Both airplanes were operating under visual flight rules, and neither airplane was in communication with an air traffic control facility. The Cessna 175 pilot stated that he was making position reports during cruise flight about 1,000ft above mean sea level when he established contact with the pilot of another airplane, which was passing in the opposite direction. As he watched that airplane pass well below him, he noticed the shadow of a second airplane converging with the shadow of his airplane from the opposite direction. He looked forward and saw the spinner of the converging airplane in his windscreen and immediately pulled aft on the control yoke; the airplanes subsequently collided. The Cessna 207 descended uncontrolled into the river. Although damaged, the Cessna 175 continued to fly, and the pilot proceeded to an airport and landed safely. An examination of both airplanes revealed impact signatures consistent with the two airplanes colliding nearly head-on. About 4 years before the accident, following a series of midair collisions in the Matanuska Susitna (Mat-Su) Valley (the area where the accident occurred), the FAA made significant changes to the common traffic advisory frequencies (CTAF) assigned north and west of Anchorage, Alaska. The FAA established geographic CTAF areas based, in part, on flight patterns, traffic flow, private and public airports, and off-airport landing sites. The CTAF for the area where the accident occurred was at a frequency changeover point with westbound Cook Inlet traffic communicating on 122.70 and eastbound traffic on 122.90 Mhz. The pilot of the Cessna 175, which was traveling on an eastbound heading at the time of the accident, reported that he had a primary active radio frequency of 122.90 Mhz, and a non-active secondary frequency 135.25 Mhz in his transceiver at the time of the collision. The transceivers from the other airplane were not recovered, and it could not be determined whether the pilot of the Cessna 207 was monitoring the CTAF or making position reports.
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 207 final · quoted from the NTSB record
Two wheel-equipped, high-wing airplanes, a Cessna 207 and a Cessna 175, collided midair while in cruise flight in day visual meteorological conditions. Both airplanes were operating under visual flight rules, and neither airplane was in communication with an air traffic control facility. The Cessna 175 pilot stated that he was making position reports during cruise flight about 1,000ft above mean sea level when he established contact with the pilot of another airplane, which was passing in the opposite direction. As he watched that airplane pass well below him, he noticed the shadow of a second airplane converging with the shadow of his airplane from the opposite direction. He looked forward and saw the spinner of the converging airplane in his windscreen and immediately pulled aft on the control yoke; the airplanes subsequently collided. The Cessna 207 descended uncontrolled into the river. Although damaged, the Cessna 175 continued to fly, and the pilot proceeded to an airport and landed safely. An examination of both airplanes revealed impact signatures consistent with the two airplanes colliding nearly head-on. About 4 years before the accident, following a series of midair collisions in the Matanuska Susitna (Mat-Su) Valley (the area where the accident occurred), the FAA made significant changes to the common traffic advisory frequencies (CTAF) assigned north and west of Anchorage, Alaska. The FAA established geographic CTAF areas based, in part, on flight patterns, traffic flow, private and public airports, and off-airport landing sites. The CTAF for the area where the accident occurred was at a frequency changeover point with westbound Cook Inlet traffic communicating on 122.70 and eastbound traffic on 122.90 Mhz. The pilot of the Cessna 175, which was traveling on an eastbound heading at the time of the accident, reported that he had a primary active radio frequency of 122.90 Mhz, and a non-active secondary frequency 135.25 Mhz in his transceiver at the time of the collision. The transceivers from the other airplane were not recovered, and it could not be determined whether the pilot of the Cessna 207 was monitoring the CTAF or making position reports.
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 175 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute (cruise) 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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,015 hours in all; 315 in this make and model; 14 in the last 90 days; 14 in the last 30 days; 1,015 as pilot in command
- Last flight review: April 1, 2017
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,296.3 hours
- Last inspection: annual inspection, December 16, 2017
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 1,191 hours total
The flight
- Destination: Anchorage AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,500 ft
- Temperature: 55°F (13°C), dew point 43°F (6°C)
- Altimeter: 29.90 inHg
- Observation at 7:53 pm from PANC, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Cessna 207 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute (cruise) 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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,210 hours in all; 1,280 in this make and model; 193.1 in the last 90 days; 75 in the last 30 days; 1,900 as pilot in command
- Last flight review: June 15, 2017
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 31,711.5 hours
- Last inspection: 100-hour inspection, May 6, 2018
- Maximum gross weight: 3,803 lb
- Seats: 6
- Landing gear: fixed
- Engine: Cont Motor IO-520 SERIES (piston); 14,766 hours total
- Operator: Spernak Airways INC
The flight
- Departed from: Anchorage AK
- Destination: Tyonek AK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.