Cessna A185 and Piper PA18 mid-air collision near Fairbanks, Alaska, August 27, 2020
On August 27, 2020 at about 9:53 pm local time, 2 aircraft, Cessna A185 (N714KH) and Piper PA18 (N7498L), were involved in a mid-air collision near Fairbanks, Alaska (Chena Marina airport). 2 people were killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The PA-18 pilot’s failure to see and avoid the Cessna 185 as it was landing. Contributing to the accident was the PA-18 pilot’s failure to hear the traffic advisory provided by the air traffic control tower.
The PA-18 pilot’s failure to see and avoid the Cessna 185 as it was landing. Contributing to the accident was the PA-18 pilot’s failure to hear the traffic advisory provided by the air traffic control tower.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 2020 · about 9:53 pm local time
- Place
- Fairbanks, Alaska · Chena Marina · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna A185 F, built 1983 · all A185s on the register
- Registration
- N714KH · registry record · serial 18504400
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
- Aircraft 2
- Piper PA18 150, built 1976 · all PA18s on the register
- Registration
- N7498L · no longer on the register · serial 18-7609017
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna A185 final · quoted from the NTSB record
A Cessna 185 was landing on a runway at an uncontrolled airport, and a PA-18 had just taken off from the same runway when they collided midair. Both airplanes came to rest on the runway. The pilot and one passenger on the Cessna 185 were fatally injured, and the other passenger sustained serious injuries. The pilot of the PA-18 also sustained serious injuries. The Cessna 185 was destroyed by postimpact fire. The uncontrolled airport where the collision occurred is within the class D airspace of an international airport located about 3 miles away. All pilots arriving or departing from the uncontrolled airport are required to contact the air traffic control tower (ATCT) at the international airport before entering the class D airspace to ensure no conflicts with the larger airport’s traffic. The ATCT does not issue takeoff and landing clearances for aircraft operating at the uncontrolled airport but provides traffic advisories to the extent possible depending on higher priority duties of the controller or other limitations. The Cessna 185 and PA-18 pilots were in contact with the ATCT before the collision. About 9 minutes before the accident, the Cessna 185 pilot reported to the ATCT that he was 14 miles away and inbound to land at the uncontrolled airport. The ATCT controller instructed the pilot to report when he landed. Radar data indicated that as the Cessna was turning from base to final to land, the PA-18 pilot reported to the ATCT that he was preparing to takeoff from the same runway to the north. The ATCT controller instructed him to report being airborne and advised him of traffic that was on short final, to which the PA-18 pilot responded “nine eight [unintelligible].” The controller then immediately advised the Cessna 185 pilot of departing traffic northbound. The Cessna pilot replied that he “was right over him.” No further communications were received from either airplane. Postimpact examination of both airplanes did not reveal any preimpact failures or malfunctions that would preclude normal operation. Propeller slash marks found along the top of the PA-18 indicate the Cessna 185 was above and overtaking the PA 18 when the collision occurred. Neither airplane was equipped with automatic dependent surveillance broadcast, nor were they required to be. Although the ATCT controller advised the PA-18 pilot of traffic on final approach, the pilot later reported that he did not recall hearing the traffic advisory. It is unknown why he did not hear the traffic advisory. The PA-18 pilot reported that he looked for traffic to the north and south twice before he taxied onto the runway for takeoff. The Cessna 185 pilot likely saw the PA-18 at the end of the runway, but it is unknown when or if he realized that the PA-18 was taking off and not holding short of the runway. The only indication that the Cessna pilot saw the PA-18 was when he informed the controller that he was “right over” him just before the collision. There is no record that the Cessna 185 pilot made any radio calls announcing that he was entering the traffic pattern or what runway he was landing on. Except for the radio call immediately before the impact, the only radio call the Cessna 185 pilot made was when he was 14 miles away from the airport. Although Title 14 Code of Federal Regulations 91.113, “Right-of-way rules: Except water operations,” states that, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, it is the responsibility of each person operating an aircraft to maintain vigilance so as to see and avoid other aircraft. The regulation specifically states that an aircraft on final approach to land or while landing has the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. Thus, the landing Cessna 185 had the right-of-way over the PA-18.
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 PA18 final · quoted from the NTSB record
A Cessna 185 was landing on a runway at an uncontrolled airport, and a PA-18 had just taken off from the same runway when they collided midair. Both airplanes came to rest on the runway. The pilot and one passenger on the Cessna 185 were fatally injured, and the other passenger sustained serious injuries. The pilot of the PA-18 also sustained serious injuries. The Cessna 185 was destroyed by postimpact fire. The uncontrolled airport where the collision occurred is within the class D airspace of an international airport located about 3 miles away. All pilots arriving or departing from the uncontrolled airport are required to contact the air traffic control tower (ATCT) at the international airport before entering the class D airspace to ensure no conflicts with the larger airport’s traffic. The ATCT does not issue takeoff and landing clearances for aircraft operating at the uncontrolled airport but provides traffic advisories to the extent possible depending on higher priority duties of the controller or other limitations. The Cessna 185 and PA-18 pilots were in contact with the ATCT before the collision. About 9 minutes before the accident, the Cessna 185 pilot reported to the ATCT that he was 14 miles away and inbound to land at the uncontrolled airport. The ATCT controller instructed the pilot to report when he landed. Radar data indicated that as the Cessna was turning from base to final to land, the PA-18 pilot reported to the ATCT that he was preparing to takeoff from the same runway to the north. The ATCT controller instructed him to report being airborne and advised him of traffic that was on short final, to which the PA-18 pilot responded “nine eight [unintelligible].” The controller then immediately advised the Cessna 185 pilot of departing traffic northbound. The Cessna pilot replied that he “was right over him.” No further communications were received from either airplane. Postimpact examination of both airplanes did not reveal any preimpact failures or malfunctions that would preclude normal operation. Propeller slash marks found along the top of the PA-18 indicate the Cessna 185 was above and overtaking the PA 18 when the collision occurred. Neither airplane was equipped with automatic dependent surveillance broadcast, nor were they required to be. Although the ATCT controller advised the PA-18 pilot of traffic on final approach, the pilot later reported that he did not recall hearing the traffic advisory. It is unknown why he did not hear the traffic advisory. The PA-18 pilot reported that he looked for traffic to the north and south twice before he taxied onto the runway for takeoff. The Cessna 185 pilot likely saw the PA-18 at the end of the runway, but it is unknown when or if he realized that the PA-18 was taking off and not holding short of the runway. The only indication that the Cessna pilot saw the PA-18 was when he informed the controller that he was “right over” him just before the collision. There is no record that the Cessna 185 pilot made any radio calls announcing that he was entering the traffic pattern or what runway he was landing on. Except for the radio call immediately before the impact, the only radio call the Cessna 185 pilot made was when he was 14 miles away from the airport. Although Title 14 Code of Federal Regulations 91.113, “Right-of-way rules: Except water operations,” states that, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, it is the responsibility of each person operating an aircraft to maintain vigilance so as to see and avoid other aircraft. The regulation specifically states that an aircraft on final approach to land or while landing has the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. Thus, the landing Cessna 185 had the right-of-way over the PA-18.
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 A185 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern final) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- Personnel issues › Task performance › Communication (personnel) › Lack of communication › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 1,500 hours in all
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: fatal
Passenger
- Seat: rgt
- Injury: serious injuries
Passenger
- Seat: rgt
- Injury: fatal
The aircraft
- Landing gear: fixed
- Fire on the ground
The flight
- Destination: AK28 Fairbanks AK
- Runway 36, 4,700 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft; scat at 7,500 ft
- Temperature: 63°F (17°C), dew point 46°F (8°C)
- Altimeter: 29.79 inHg
- Observation at 9:53 pm
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 1 |
The factual record for the Piper PA18 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Monitoring communications › Pilot
- Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: airplane
- Flight time: 3,914 hours in all; 800 in this make and model; 1.5 in the last 90 days; 1.5 in the last 30 days; 3,500 as pilot in command; 550 on instruments
- Medical certificate: BasicMed (without waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 2,696.5 hours
- Last inspection: annual inspection, January 19, 2020; 10 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 24,635 hours total
The flight
- Departed from: AK28 Fairbanks AK
- Destination: 95Z North Pole AK
- Flight plan: none
- Runway 36, 4,700 ft by 60 ft
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.