Piper PA-46-310P and Cessna TR-182 mid-air collision near Boulder, Colorado, July 26, 1986
On July 26, 1986 at about 1:40 pm local time, 2 aircraft, Piper PA-46-310P (N4346L) and Cessna TR-182 (N5113S), were involved in a mid-air collision near Boulder, Colorado. 1 person was killed; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 1986 · about 1:40 pm local time
- Place
- Boulder, Colorado · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-46-310P · all PA-46-310Ps on the register
- Registration
- N4346L · no longer on the register · serial 46-8408038
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
- Aircraft 2
- Cessna TR-182 · all TR-182s on the register
- Registration
- N5113S · no longer on the register · serial R18201507
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-46-310P final · quoted from the NTSB record
THE PURPOSE OF THE FLT FOR BOTH ACFT WAS AN AERIAL PHOTO MISSION. N5113S WAS USED AS THE CAMERA PLATFORM. THE PLTS OF N5113S AND N4346L DISCUSSED PRIOR TO TAKEOFF THE PROCEDURES OF THE FLT. BOTH ACFT DEPARTED AND FLEW A COURSE TO POSITION THE AIRPLANES ON A SOUTHERLY HEADING. N5113S WAS TO THE EAST AND SLIGHTLY ABOVE AND AHEAD OF N4346L. THE PHOTOGRAPHER SHOT ONE ROLL OF FILM AND RELOADED. HE WAS READY TO BEGIN SHOOTING WHEN N4346L BEGAN TO CLOSE IN ON N5113S. THE PLT OF N5113S FELT TWO 'BUMPS' AS N4346L CLOSED, AND DID NOT SEE THE ACFT PASS UNDER. THE PLT OF N5113S MANEUVERED HIS ACFT TO DETERMINE CONTROLLABILITY AND SAW N4346L SPIRALLING TO THE GROUND. EXAM OF N4346L REVEALED THE VERT STAB AND RUDDER HAD SEPARATED IN-FLIGHT. THERE WERE NUMEROUS PAINT SMEARS FOUND ON THE RIGHT SIDE ON N5113S.
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 TR-182 final · quoted from the NTSB record
THE PURPOSE OF THE FLT FOR BOTH ACFT WAS AN AERIAL PHOTO MISSION. N5113S WAS USED AS THE CAMERA PLATFORM. THE PLTS OF N5113S AND N4346L DISCUSSED PRIOR TO TAKEOFF THE PROCEDURES OF THE FLT. BOTH ACFT DEPARTED AND FLEW A COURSE TO POSITION THE AIRPLANES ON A SOUTHERLY HEADING. N5113S WAS TO THE EAST AND SLIGHTLY ABOVE AND AHEAD OF N4346L. THE PHOTOGRAPHER SHOT ONE ROLL OF FILM AND RELOADED. HE WAS READY TO BEGIN SHOOTING WHEN N4346L BEGAN TO CLOSE IN ON N5113S. THE PLT OF N5113S FELT TWO 'BUMPS' AS N4346L CLOSED, AND DID NOT SEE THE ACFT PASS UNDER. THE PLT OF N5113S MANEUVERED HIS ACFT TO DETERMINE CONTROLLABILITY AND SAW N4346L SPIRALLING TO THE GROUND. EXAM OF N4346L REVEALED THE VERT STAB AND RUDDER HAD SEPARATED IN-FLIGHT. THERE WERE NUMEROUS PAINT SMEARS FOUND ON THE RIGHT SIDE OF N5113S.
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-46-310P from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,255 hours in all; 83 in this make and model; 25 in the last 90 days; 1,104 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 382 hours
- Last inspection: annual inspection, July 25, 1986; 0 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-BE1 (piston); 0 hours total
The flight
- Departed from: IV5 at 1:10 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 10 knots
- Visibility: 75 statute miles
- Sky: scat at 16,000 ft
- Temperature: 63°F (17°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 12:45 pm from BJC, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna TR-182 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,343 hours in all; 114 in this make and model; 210 in the last 90 days; 1,245 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,362 hours
- Last inspection: annual inspection, March 11, 1986; 68 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
The flight
- Departed from: IV5 at 1:10 pm
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.