Pilatus UV-20A and Cessna 182C mid-air collision near Marana, Arizona, March 15, 2002
On March 15, 2002 at about 5:00 pm local time, 2 aircraft, Pilatus UV-20A (N23253) and Cessna 182C (N8813T), were involved in a mid-air collision near Marana, Arizona (Marana Northwest Regional airport). 1 person was killed; 5 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of both pilots to maintain an adequate visual lookout. The failure of the Pilatus pilot to report his proper position was a factor.
the failure of both pilots to maintain an adequate visual lookout. The failure of the Pilatus pilot to report his proper position was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 2002 · about 5:00 pm local time
- Place
- Marana, Arizona · Marana Northwest Regional · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 5 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Pilatus UV-20A
- Registration
- N23253 · no longer on the register · serial 79-23253
- Damage
- Destroyed
- Flight
- Flight · military rules
- Aircraft 2
- Cessna 182C · all 182Cs on the register
- Registration
- N8813T · registry record · serial 52713
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative for the Pilatus UV-20A final · quoted from the NTSB record
A US Army Pilatus UV-20A collided in midair with a Cessna 182C during parachute jumping operations. The collision occurred about 4,800 feet mean sea level (msl) (2,800 feet above ground level (agl)) on the northeast side of runway 12 abeam the approach end. Both aircraft had made multiple flights taking jumpers aloft prior to the accident. The Pilatus departed runway 12 about 5 minutes prior to the Cessna's departure on the same runway. The drop zone was on the airport west of the intersections of runways 12 and 03. The Pilatus departed to the south and began a climb to the jump altitude of 5,500 feet msl, which was 3,500 feet agl. The pilot began the jump run on the southwest side of the runway paralleling it on a heading of about 300 degrees and when he was 1 to 2 minutes from the drop zone broadcast the intent to drop jumpers. The first jumper stated that it normally took him between 1 minute and 1 minute 15 seconds to reach the ground. As he neared the ground he observed everyone running toward the crash site. The Cessna pilot had four jumpers on board and said that his usual practice is to plan his climb so that the jump altitude (5,000 to 5,500 feet msl) is reached about the same time that the aircraft arrives over the jump zone. He departed runway 12 and made a wide sweeping right turn around the airport to set up for the jump. As the Pilatus neared the jump zone the Cessna was greater than 1,000 feet lower and west of the Pilatus climbing on a northerly heading. The Cessna pilot planned to make a right turn to parallel the left side of runway 12, and then turn right toward the drop zone. The jumpers in the Cessna looked out of the right side, and watched the Golden Knights exit their airplane. The jumpers said that their altimeters read 2,500 feet agl. The Cessna pilot turned to a heading of 120 degrees along the left side of the approach end of runway 12. He heard the Pilatus pilot say on Common Traffic Advisory Frequency that the Pilatus was downwind for runway 12. Based on witness observations, at this point the Pilatus was in a descending turn heading generally opposite to the downwind heading on the northeast side of the runway. Everyone in the Cessna heard a loud bang, the Cessna pilot felt something hit him in the head, and the airplane pitched down and lost several hundred feet of altitude. He noticed a blur of yellow and white out of his left window. The lead jumper decided that they should exit, and they all jumped. The Cessna pilot decided that the airplane was controllable, and landed safely. Both civilian and military witnesses on the ground heard the Pilatus pilot call downwind for runway 12. About 10 seconds later they heard intense transmissions over the loud speaker, and looked up and observed the Pilatus in a nearly vertical, nose down slow spiral. There was an open gash in the top of the Cessna's cabin on the left side near the wing root. The green lens and its gold attachment fitting from the Pilatus were on the floor behind the pilot's seat.
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 182C final · quoted from the NTSB record
A US Army Pilatus UV-20A collided in midair with a Cessna 182C during parachute jumping operations. The collision occurred about 4,800 feet msl (2,800 feet agl) on the northeast side of runway 12 abeam the approach end. Both aircraft had made multiple flights taking jumpers aloft prior to the accident. The Pilatus departed runway 12 about 5 minutes prior to the Cessna's departure on the same runway. The drop zone was on the airport west of the intersections of runways 12 and 03. The Pilatus departed to the south and began a climb to the jump altitude of 5,500 feet mean sea level (msl), which was 3,500 feet above ground level (agl). The pilot began the jump run on the southwest side of the runway paralleling it on a heading of about 300 degrees and when he was 1 to 2 minutes from the drop zone broadcast the intent to drop jumpers. The first jumper stated that it normally took him between 1 minute and 1 minute 15 seconds to reach the ground. As he neared the ground he observed everyone running toward the crash site. The Cessna pilot had four jumpers on board and said that his usual practice is to plan his climb so that the jump altitude (5,000 to 5,500 feet msl) is reached about the same time that the aircraft arrives over the jump zone. He departed runway 12 and made a wide sweeping right turn around the airport to set up for the jump. As the Pilatus neared the jump zone the Cessna was greater than 1,000 feet lower and west of the Pilatus climbing on a northerly heading. The Cessna pilot planned to make a right turn to parallel the left side of runway 12, and then turn right toward the drop zone. The jumpers in the Cessna looked out of the right side, and watched the Golden Knights exit their airplane. The jumpers said that their altimeters read 2,500 feet agl. The Cessna pilot turned to a heading of 120 degrees along the left side of the approach end of runway 12. He heard the Pilatus pilot say on Common Traffic Advisory Frequency that the Pilatus was downwind for runway 12. Based on witness observations, at this point the Pilatus was in a descending turn heading generally opposite to the downwind heading on the northeast side of the runway. Everyone in the Cessna heard a loud bang, the Cessna pilot felt something hit him in the head, and the airplane pitched down and lost several hundred feet of altitude. He noticed a blur of yellow and white out of his left window. The lead jumper decided that they should exit, and they all jumped. The Cessna pilot decided that the airplane was controllable, and landed safely. Both civilian and military witnesses on the ground heard the Pilatus pilot call downwind for runway 12. About 10 seconds later they heard intense transmissions over the loud speaker, and looked up and observed the Pilatus in a nearly vertical, nose down slow spiral. There was an open gash in the top of the Cessna's cabin on the left side near the wing root. The green lens and its gold attachment fitting from the Pilatus were on the floor behind the pilot's seat.
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 Pilatus UV-20A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot, military
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,187 hours in all; 31 in this make and model; 133 in the last 90 days; 113 in the last 30 days; 3,697 as pilot in command; 656 on instruments
- Medical certificate: Class 2
- Seat: frt
- Injury: fatal
The aircraft
- Airframe total time: 6,267 hours
- Last inspection: continuous airworthiness programme, February 1, 2002
- Maximum gross weight: 6,100 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pratt & Whitney PT 6-27 (turboprop); 0 hours total
The flight
- Departed from: AVQ Marana AZ at 4:50 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 5°F (-15°C)
- Altimeter: 29.97 inHg
- Observation at 4:55 pm from TUS, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 182C from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 520 hours in all; 80 in this make and model; 80 in the last 90 days; 40 in the last 30 days; 442 as pilot in command
- Medical certificate: Class 2
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,029 hours
- Last inspection: 100-hour inspection, March 1, 2002
- Maximum gross weight: 2,650 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-470 (piston); 0 hours total
The flight
- Departed from: AVQ Marana AZ at 4:55 pm
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.