Cessna 172N and Cessna 172P accident near Sacramento, California, February 11, 2006
On February 11, 2006 at about 11:10 pm local time, 2 aircraft, Cessna 172N (N739GY) and Cessna 172P (N54661), were involved in the same accident near Sacramento, California (Sacramento Executive airport). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain adequate clearance from obstacles while taxiing.
the failure of the pilot of the other airplane to maintain an adequate clearance from obstacles while taxiing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 2006 · about 11:10 pm local time
- Place
- Sacramento, California · Sacramento Executive · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172N · all 172Ns on the register
- Registration
- N739GY · registry record · serial 17270543
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172P · all 172Ps on the register
- Registration
- N54661 · registry record · serial 17275028
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172N final · quoted from the NTSB record
A taxiing Cessna 172N collided with a stationary Cessna 172P in the run-up area. The pilot of the Cessna 172N positioned himself behind the 172P in the run up area. He completed his checklists, and requested takeoff clearance. He received permission to taxi into position and hold on the runway, and added power to taxi around the 172P. He said he failed to realize the close proximity of his airplane's left wing to the 172P's rudder. His airplane's wing tip collided with the other airplane's rudder and vertical stabilizer.
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 172P final · quoted from the NTSB record
A taxiing Cessna 172N collided with this airplane that was stationary in the run-up area. The pilot of the Cessna 172N positioned himself behind this airplane in the run up area. He completed his checklists, and requested takeoff clearance. He received permission to taxi into position and hold on the runway, and added power to taxi around this airplane. He said he failed to realize the close proximity of his airplane's left wing to this airplane's rudder. His airplane's wing tip collided with the this airplane's rudder and vertical stabilizer.
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 172N from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 166 hours in all; 55 in this make and model; 9 in the last 90 days; 8 in the last 30 days; 111 as pilot in command
- Last flight review: July 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,152 hours
- Last inspection: 100-hour inspection, November 1, 2005
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Operator: Executive Flyers, INC.
The flight
- Departed from: SAC Sacramento CA
- Flight plan: none
- Runway 20, 5,503 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 46°F (8°C)
- Altimeter: 30.31 inHg
- Observation at 10:53 pm from SAC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 172P from the NTSB's investigation tables, in plain English
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,310 hours in all; 1,000 in this make and model; 200 in the last 90 days; 50 in the last 30 days; 1,260 as pilot in command; 950 on instruments
- Last flight review: May 1, 2005
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 42 hours in all; 8 in this make and model; 10 in the last 90 days; 4 in the last 30 days
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 11,823 hours
- Last inspection: 100-hour inspection, February 1, 2006
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Operator: Executive Flyers, Inc.
The flight
- Departed from: SAC Sacramento CA
- Flight plan: none
- Runway 20, 5,503 ft by 150 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.