Cessna 182M and Cessna 208B mid-air collision near Mcalester, Oklahoma, February 16, 2000
On February 16, 2000 at about 1:48 pm local time, 2 aircraft, Cessna 182M (N91994) and Cessna 208B (N9505B), were involved in a mid-air collision near Mcalester, Oklahoma (Mcalester Regional airport). 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 maintain visual lookout while maneuvering in the traffic pattern.
The failure of both pilots to maintain visual lookout while maneuvering in the traffic pattern.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 16, 2000 · about 1:48 pm local time
- Place
- Mcalester, Oklahoma · Mcalester Regional · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 182M · all 182Ms on the register
- Registration
- N91994 · no longer on the register · serial 18259987
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 208B · all 208Bs on the register
- Registration
- N9505B · registry record · serial 208B0085
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative for the Cessna 182M final · quoted from the NTSB record
The pilot of the Cessna 208 reported that as he was taxiing for takeoff, he heard the pilot of the Cessna 182 make a radio call on the non-towered airport's common traffic advisory frequency asking for an airport advisory. The pilot of the Cessna 208 responded to the Cessna 182 pilot, stating that the winds were from 020 degrees at 15 knots gusting to 23 knots, and he was going to depart from runway 01. The Cessna 208 pilot reported that he did not hear any further radio calls from the Cessna 182. Upon reaching runway 01, the pilot of the Cessna 208 determined that there 'were no other planes in the pattern and nobody on the radio' and departed. He made his takeoff, climbed straight-out until the airplane reached 500 feet agl and then turned the airplane left onto the crosswind leg. He flew a normal left hand traffic pattern and leveled the airplane at 1,000 feet agl. He flew the downwind leg until the airplane was 'past mid-field,' and prior to turning left to a heading of 160 degrees on course for Hugo, he looked to the left to clear the area and 'was surprised to see an object coming closer.' He determined that the object 'was a high-wing Cessna coming from slightly above and behind [his] left wing-tip,' which was descending toward his cockpit. He reduced power, rolled right and nosed down. He stated that the Cessna 182 'turned left as in a normal x-wind to downwind turn [and] did not take evasive action.' He further stated that the Cessna 182 'flew over [his] cockpit and the 2 planes hit in a glancing blow.' Following the collision, the Cessna 182 impacted the ground and the Cessna 208 returned and landed on runway 01. The Cessna 182 was destroyed by impact forces and fire and no evidence of contact with the Cessna 208 was identified. Damage to the Cessna 208 was confined to the outboard portion of the left wing and left aileron, which were bent upwards approximately 60 degrees, 5 feet inboard from the wing-tip.
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 208B final · quoted from the NTSB record
See brief narrative for FTW00FA083A.
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 182M from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 2,000 hours in all
- Medical certificate: Class 3
- Seat: left
The aircraft
- Airframe total time: 2,904 hours
- Last inspection: annual inspection, October 30, 1999; 39 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: EOS Neosho MO
- Destination: MLC
- Flight plan: none
- Runway 1, 5,602 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 16 knots, gusting 19
- Visibility: 10 statute miles
- Sky: overcast at 6,500 ft; clear
- Temperature: 48°F (9°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 pm from MLC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 208B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,251 hours in all; 971 in this make and model; 333 in the last 90 days; 123 in the last 30 days; 4,159 as pilot in command; 1,912 on instruments
- Medical certificate: Class 1
- Seat: left
The aircraft
- Airframe total time: 7,725 hours
- Last inspection: approved inspection programme, January 29, 2000; 31 hours since
- Maximum gross weight: 8,750 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W PT6A-114 (turboprop); 0 hours total
The flight
- Departed from: MLC at 1:45 pm
- Destination: HHW Hugo OK
- Flight plan: IFR
- Runway 1, 5,602 ft by 100 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.