Extra EA300 and Cessna 172 mid-air collision near North Fox Island, Michigan, July 29, 2018
On July 29, 2018 at about 6:35 pm local time, 2 aircraft, Extra EA300 (N32WR) and Cessna 172 (N6021A), were involved in a mid-air collision near North Fox Island, Michigan (North Fox Island airport). 3 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The Extra pilot’s failure to see and avoid the Cessna, which resulted in an in-flight collision. Contributing to the accident was the failure of the Extra pilot to tune his radio to the correct frequency, which resulted in no common traffic advisories being heard or recognized as relevant by either pilot.
The Extra pilot’s failure to see and avoid the Cessna, which resulted in an in-flight collision. Contributing to the accident was the failure of the Extra pilot to tune his radio to the correct frequency, which resulted in no common traffic advisories being heard or recognized as relevant by either pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 29, 2018 · about 6:35 pm local time
- Place
- North Fox Island, Michigan · North Fox Island · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Extra EA300 LC, built 2014
- Registration
- N32WR · registry record · serial LC033
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172 Undesignat, built 1956 · all 172s on the register
- Registration
- N6021A · no longer on the register · serial 28621
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Extra EA300 final · quoted from the NTSB record
An airline transport pilot in an aerobatic low-wing airplane, an Extra 300, with a passenger on board was landing while an airline transport pilot in a high-wing airplane, a Cessna 172, near maximum weight with two passengers on board was conducting a short/soft-field takeoff from an nontowered, island-based runway surrounded by tall trees. The Extra pilot and passenger reported that the pilot's landing intention was communicated on the common traffic advisory frequency (CTAF) with no replies. They saw an airplane at the opposite end of the airstrip, and the pilot decided to land. The Cessna pilot reported that he monitored the CTAF and then taxied down the center of the runway; he heard a radio call on the frequency from an airport on a nearby island. The Cessna pilot made his departure radio call on the CTAF in the blind and conducted a rolling departure with as much runway ahead as possible; he did not hear or see any other airplanes. The Cessna lifted off about 5 to 7 ft above ground level and accelerated to best angle of climb speed plus 10 knots. The Extra pilot indicated that he did not see any aircraft while he was on final approach to landing until his airplane was about 20-30 ft above the landing surface just before the threshold when he saw a bright object out the right side just in front of the wing. The Extra and the Cessna then collided. The CTAF frequency at the accident airport is not recorded. However, a witness monitoring another CTAF frequency on a nearby island overheard the pilot of an airplane calling intention to land and remarked to a customer that the call was on the wrong frequency. It is likely that the Extra pilot was transmitting on the CTAF frequency for the airport on a nearby island; the Cessna pilot likely heard this transmission but attributed it to a pilot landing at the other airport. The airport leaseholder's website contained a link to pilot information, which included a safety briefing for the airport. The briefing recommended that the airport's CTAF, as well as another local airport's CTAF, be monitored. In addition, the briefing recommended that arriving aircraft fly over the airfield and scan for aircraft on the ground using a left traffic pattern. The briefing advised that the airport is in the Unimproved Airport Category and that pilots "land at your own risk." The Extra pilot's use of an incorrect CTAF precluded him from hearing the Cessna pilot's transmission of his intent to depart. In addition, trees surrounding the runway precluded the Extra pilot from seeing the Cessna's departure until it was too late to take evasive action.
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 172 final · quoted from the NTSB record
An airline transport pilot in an aerobatic low-wing airplane, an Extra 300, with a passenger on board was landing while an airline transport pilot in a high-wing airplane, a Cessna 172, near maximum weight with two passengers on board was conducting a short/soft-field takeoff from an nontowered, island-based runway surrounded by tall trees. The Extra pilot and passenger reported that the pilot's landing intention was communicated on the common traffic advisory frequency (CTAF) with no replies. They saw an airplane at the opposite end of the airstrip, and the pilot decided to land. The Cessna pilot reported that he monitored the CTAF and then taxied down the center of the runway; he heard a radio call on the frequency from an airport on a nearby island. The Cessna pilot made his departure radio call on the CTAF in the blind and conducted a rolling departure with as much runway ahead as possible; he did not hear or see any other airplanes. The Cessna lifted off about 5 to 7 ft above ground level and accelerated to best angle of climb speed plus 10 knots. The Extra pilot indicated that he did not see any aircraft while he was on final approach to landing until his airplane was about 20-30 ft above the landing surface just before the threshold when he saw a bright object out the right side just in front of the wing. The Extra and the Cessna then collided. The CTAF frequency at the accident airport is not recorded. However, a witness monitoring another CTAF frequency on a nearby island overheard the pilot of an airplane calling intention to land and remarked to a customer that the call was on the wrong frequency. It is likely that the Extra pilot was transmitting on the CTAF frequency for the airport on a nearby island; the Cessna pilot likely heard this transmission but attributed it to a pilot landing at the other airport. The airport leaseholder's website contained a link to pilot information, which included a safety briefing for the airport. The briefing recommended that the airport's CTAF, as well as another local airport's CTAF, be monitored. In addition, the briefing recommended that arriving aircraft fly over the airfield and scan for aircraft on the ground using a left traffic pattern. The briefing advised that the airport is in the Unimproved Airport Category and that pilots "land at your own risk." The Extra pilot's use of an incorrect CTAF precluded him from hearing the Cessna pilot's transmission of his intent to depart. In addition, trees surrounding the runway precluded the Extra pilot from seeing the Cessna's departure until it was too late to take evasive action.
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 Extra EA300 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during landing defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- factor Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,600 hours in all; 215 in this make and model; 45 in the last 90 days; 20 in the last 30 days; 4,175 as pilot in command; 2,525 on instruments
- Last flight review: April 20, 2018
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 217 hours
- Last inspection: annual inspection, December 7, 2017
- Maximum gross weight: 2,095 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-580-B1A (piston); 217 hours total
The flight
- Departed from: ATW Appleton WI at 12:37 pm
- Destination: 6Y3 North Fox Island MI
- Flight plan: none
- Runway 25, 3,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 61°F (16°C)
- Altimeter: 30.05 inHg
- Observation at 6:35 pm from KSJX, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 172 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during initial climb defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- factor Personnel issues › Task performance › Use of equip/info › (general) › Pilot of other aircraft
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 16,000 hours in all; 500 in this make and model; 75 in the last 90 days; 25 in the last 30 days; 13,000 as pilot in command; 500 on instruments
- Last flight review: July 26, 2018
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 2,800 hours
- Last inspection: annual inspection, January 1, 2018
- Maximum gross weight: 2,299 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300 (piston); 0 hours total
The flight
- Departed from: 6Y3 North Fox Island MI
- Flight plan: none
- Runway 25, 3,000 ft by 100 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
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.