Cessna 182R and Cessna 170A mid-air collision near Proctor, Arkansas, February 24, 1996
On February 24, 1996 at about 10:47 pm local time, 2 aircraft, Cessna 182R (N9303E) and Cessna 170A (N9523A), were involved in a mid-air collision near Proctor, Arkansas. 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilots in both airplanes to see-and-avoid conflicting traffic (inadequate visual lookout).
failure of the pilots in both airplanes to see-and-avoid conflicting traffic (inadequate visual lookout).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 24, 1996 · about 10:47 pm local time
- Place
- Proctor, Arkansas · map
- Type
- Accident · mid-air collision
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 182R · all 182Rs on the register
- Registration
- N9303E · no longer on the register · serial 18268392
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 170A · all 170As on the register
- Registration
- N9523A · no longer on the register · serial 19084
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 182R final · quoted from the NTSB record
Witnesses on Interstate 40 observed both airplanes traveling in opposite directions on a collision course at an estimated altitude of 1,000 feet above the ground. The witnesses further stated that the pilots of both airplanes attempted to avoid the collision by banking to their left. They observed one wing and debris fall to the ground as 'both airplanes nosed dived to the ground.' The airplanes came to rest in a nose down attitude on cultivated fields about 1/2 mile apart. The collision occurred in class G airspace approximately 7 miles west of an uncontrolled airport served with Unicom. The Cessna 182 was headed westbound and the Cessna 170 was on an easterly heading to enter the traffic pattern at the airport. The visibility in the vicinity of the accident was estimated to be in excess of 20 miles. An airline transport rated pilot, who witnessed the accident, reported the presence of high cirrus clouds and said 'the sun was setting but the clouds were obstructing the sun so there was no glare.' Both airplanes were equipped with 2-way radio communication; however, the frequencies being monitored by the pilot of each airplane could not be determined due to damage.
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 170A final · quoted from the NTSB record
Witnesses on Interstate 40 observed both airplanes traveling in opposite directions on a collision course at an estimated altitude of 1,000 feet above the ground. The witnesses further stated that the pilots of both airplanes attempted to avoid the collision by banking to their left. They observed one wing and debris fall to the ground as 'both airplanes nosed dived to the ground.' The airplanes came to rest in a nose down attitude on cultivated fields about 1/2 mile apart. The collision occurred in class G airspace approximately 7 miles west of an uncontrolled airport served with Unicom. The Cessna 182 was headed westbound and the Cessna 170 was on an easterly heading to enter the traffic pattern at the airport. The visibility in the vicinity of the accident was estimated to be in excess of 20 miles. An airline transport rated pilot, who witnessed the accident, reported the presence of high cirrus clouds and said 'the sun was setting but the clouds were obstructing the sun so there was no glare.' Both airplanes were equipped with 2-way radio communication; however, the frequencies being monitored by the pilot of each airplane could not be determined due to damage.
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 182R from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,175 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,311 hours
- Last inspection: annual inspection, January 9, 1996
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-U (piston); 0 hours total
- Operator: Civil Air Patrol
The flight
- Departed from: AWM West Memphis AR at 10:35 pm
- Destination: FCY Forrest City AR
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 180° at 7 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 25,000 ft; scat at 15,000 ft
- Temperature: 66°F (19°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 10:51 pm from MEM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
The factual record for the Cessna 170A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 2,247 hours in all; 24 in the last 90 days; 8 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, March 18, 1995
- Maximum gross weight: 2,050 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-A (piston); 0 hours total
The flight
- Departed from: LIT Little Rock AR at 9:45 pm
- Destination: AWM West Memphis AR
- Flight plan: none
- Runway 0
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.