Piper PA-42 accident near Prescott, Arizona, October 18, 2006
On October 18, 2006 at about 8:47 pm local time, a Piper PA-42, registered N121CS, was destroyed in an accident near Prescott, Arizona. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The failure of the pilot following a jet aircraft to maintain adequate separation from the high velocity jet core exhaust. The separation of the T-tail upper section vertical stabilizer of the following aircraft due to contact with the high velocity jet core exhaust was a factor.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 18, 2006 · about 8:47 pm local time
- Place
- Prescott, Arizona · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-42 · all PA-42s on the register
- Registration
- N121CS · no longer on the register · serial 42-8001032
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of a MiG 21 and the pilot of a Piper PA-42 Cheyenne III met just prior to the flight to discuss the flight in which the Cheyenne pilot would be taking aerial photos of the MiG. The two pilots established a minimum altitude of 2,500 to 3,000 feet agl and 200 knots as their minimum airspeed. The pilots did not establish a minimum separation distance, as it was not intended to be a formation flight. The MiG pilot reported that after takeoff the aircraft experienced a problem with the landing gear retraction. The pilot recycled the landing gear and a successful gear retraction was indicated. The MiG pilot notified the Cheyenne pilot of the situation and the Cheyenne pilot indicated that they would join up with the MiG, look it over and check-out the landing gear, and let the MiG pilot know what they saw. The MiG pilot flew at 9,000 feet msl in a 30-degree right hand turn at 200 knots (about 90 percent power set) with approach flaps selected (approximately 25 degrees) until the Cheyenne met up with the MiG. The MiG pilot reported that he observed the Cheyenne meet up with him at his 5 o'clock position about 300-400 feet behind him and about the same altitude. In this position, the Cheyenne was in the direct path of the high velocity jet core exhaust from the MiG. The MiG pilot looked forward and when he looked back, he could not see the Cheyenne. The Cheyenne pilot then contacted the MiG pilot and made a comment about the right landing gear or gear door, but the statement was not completed. The MiG pilot did not hear back from the Cheyenne pilot. The MiG pilot then observed smoke rising from the desert terrain and notified air traffic control. The airport manager that was monitoring the conversation between the two aircraft stated that he heard the Cheyenne pilot indicate that he would "drop down and go underneath and let you know how it looks." Wreckage documentation noted that the main wreckage was located in an inverted position on flat terrain. The T-tail, which consisted of the upper half of the vertical stabilizer, horizontal stabilizer, and elevator had separated in flight and was located about 1/2 mile south of the main wreckage. Inspection of the upper portion of the aft vertical spar displayed a right bend and twist at the point of separation. No evidence of pre-existing cracks, corrosion or wear was noted to the material. Inspection of the MiG aircraft found no evidence of contact between the two aircraft.
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 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 4,363 hours in all; 85 in the last 90 days; 7 in the last 30 days; 4,088 as pilot in command
- Medical certificate: Class 1
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,317.9 hours
- Last inspection: approved inspection programme, May 1, 2006
- Maximum gross weight: 112,000 lb
- Seats: 9
- Landing gear: retractable
- Engine: Pratt & Whitney Canada PT-6A (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: PRC Prescott AZ at 8:45 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 18°F (-8°C)
- Altimeter: 30.07 inHg
- Observation at 8:53 pm from PRC, 16 miles away
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number LAX07FA012.