Cessna 182G and Piper PA-28-181 mid-air collision near Caddo Mills, Texas, December 6, 1995
On December 6, 1995 at about 4:37 pm local time, 2 aircraft, Cessna 182G (N3222S) and Piper PA-28-181 (N4362D), were involved in a mid-air collision near Caddo Mills, Texas. 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot-in-command in each airplane to see-and-avoid conflicting traffic (inadequate visual lookout). The localized haze and smoke were related factors.
The failure of the pilot-in-command in each airplane to see-and-avoid conflicting traffic (inadequate visual lookout). The localized haze and smoke were related factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 6, 1995 · about 4:37 pm local time
- Place
- Caddo Mills, Texas · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 182G · all 182Gs on the register
- Registration
- N3222S · registry record · serial 18255722
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N4362D · registry record · serial 28-8590015
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 182G final · quoted from the NTSB record
The pilot of a high wing Cessna 182 (N3222S) was on a personal flight, checking a newly installed navigation and communication radio. Simultaneously, two pilots in a low wing Piper PA-28 (N4362D) were on an instrument instructional flight conducting basic instrument training. According to a witness, the Cessna 182 was flying in a westerly direction and the Piper PA-28 was flying in nearly the opposite direction, when the airplanes collided. During the collision, the left wings of the airplanes separated, and the airplanes entered uncontrolled descents, and crashed. The occupants of both airplanes were fatally injured. Flight Visibility in the area was limited by localized haze and smoke. Both airplanes were equipped with 2-way radio communication, but the aircrews were not monitoring a common frequency. Both airplanes were operating in class E airspace under visual flight rules. Both airplanes were transponder equipped, but neither was under Air traffic Control. Radar data showed the transponder of the westbound Cessna was operating on code 1200 at an altitude of 2,100 feet.
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 PA-28-181 final · quoted from the NTSB record
The pilot of a high wing Cessna 182 (N3222S) was on a personal flight, checking a newly installed navigation and communication radio. Simultaneously, two pilots in a low wing Piper PA-28 (N4362D) were on an instrument instructional flight conducting basic instrument training. According to a witness, the Cessna 182 was flying in a westerly direction and the Piper PA-28 was flying in nearly the opposite direction, when the airplanes collided. During the collision, the left wings of the airplanes separated, and the airplanes entered uncontrolled descents, and crashed. The occupants of both airplanes were fatally injured. Flight Visibility in the area was limited by localized haze and smoke. Both airplanes were equipped with 2-way radio communication, but the aircrews were not monitoring a common frequency. Both airplanes were operating in class E airspace under visual flight rules. Both airplanes were transponder equipped, but neither was under Air traffic Control. Radar data showed the transponder of the westbound Cessna was operating on code 1200 at an altitude of 2,100 feet.
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 182G from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot, flight engineer
- Ratings: single-engine land
- Flight time: 1,000 hours in all; 160 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,381 hours
- Last inspection: annual inspection, December 7, 1994; 30 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: F46 Rockwall TX at 4:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 110° at 6 knots
- Sky: overcast at 2,500 ft; not recorded
- Temperature: 61°F (16°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from GVT, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Piper PA-28-181 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,300 hours in all
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,667 hours
- Last inspection: 100-hour inspection, October 26, 1995; 81 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
- Operator: Monarch Aviation
The flight
- Departed from: ADS Dallas TX at 3:30 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.