Cessna R172K and Cirrus Design Corp. SR22 mid-air collision near Rock Springs, Wyoming, August 10, 2008
On August 10, 2008 at about 6:23 pm local time, 2 aircraft, Cessna R172K (N758NH) and Cirrus Design Corp. SR22 (N8341), were involved in a mid-air collision near Rock Springs, Wyoming (Rock Springs-Sweetwater County airport). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilots to see and avoid each other's aircraft.
The failure of both pilots to see and avoid each other's aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 2008 · about 6:23 pm local time
- Place
- Rock Springs, Wyoming · Rock Springs-Sweetwater County · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna R172K · all R172Ks on the register
- Registration
- N758NH · no longer on the register · serial R1723225
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Cirrus Design Corp. SR22
- Registration
- N8341 · no longer on the register · serial 2142
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna R172K final · quoted from the NTSB record
The Cessna was on a local solo instructional flight while the Cirrus was on an instrument-flight-rules flight plan and clearance to the airport. The Cessna was maneuvering northwest of the airport, and the Cirrus was descending toward the airport from the northwest. The air traffic controller working the flight cleared the Cirrus for a visual approach and advised the pilot to switch to the common traffic advisory frequency. About 2 minutes and 30 seconds before the collision, the controller advised the Cirrus of an aircraft (the Cessna) at his one o'clock position and 10 miles at 9500 feet mean sea level (msl). The Cirrus pilot responded, "thank you," and there was no further contact with the Cirrus. Radar data indicates that for the next 2 minutes, the Cessna maintained a northeasterly heading and climbed to 9,800 feet msl. About 30 seconds before the collision, the Cessna turned approximately 20 to 30 degrees right and continued on that heading, level at 9,800 feet msl. During this same 2 minute and 30 second period, the Cirrus was descending on a heading of about 130 degrees magnetic. The data depict the two airplanes converging perpendicular to one another and colliding about 5 nautical miles northwest of the airport at an altitude of about 9,800 feet msl, or 3,300 feet above the ground. The wreckage of the two airplanes was intermingled and scattered over an area of about 1,400 feet by 1,500 feet. During examination of the wreckage, transfer marks were identified consistent with the radar-derived collision angle. The Cirrus was equipped with a TCAS-like traffic advisory system that would alert the pilot of transponder equipped aircraft that pose a collision threat within a 0.55-mile radius. Based on the radar data, the system, if turned on, should have generated both an oral and visual traffic advisory starting about 30 seconds before and continuing until impact. It could not be determined whether the unit generated an advisory. It is possible that the geometry between the the system's antenna on top of the Cirrus and the transponder antenna on the bottom of the Cessna prevented the system from generating an advisory, but this could not be confirmed. Both airplanes were operating under visual conditions when they collided.
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 Cirrus Design Corp. SR22 final · quoted from the NTSB record
The Cessna was on a local solo instructional flight while the Cirrus was on an instrument-flight-rules flight plan and clearance to the airport. The Cessna was maneuvering northwest of the airport, and the Cirrus was descending toward the airport from the northwest. The air traffic controller working the flight cleared the Cirrus for a visual approach and advised the pilot to switch to the common traffic advisory frequency. About 2 minutes and 30 seconds before the collision, the controller advised the Cirrus of an aircraft (the Cessna) at his one o'clock position and 10 miles at 9500 feet mean sea level (msl). The Cirrus pilot responded, "thank you," and there was no further contact with the Cirrus. Radar data indicates that for the next 2 minutes, the Cessna maintained a northeasterly heading and climbed to 9,800 feet msl. About 30 seconds before the collision, the Cessna turned approximately 20 to 30 degrees right and continued on that heading, level at 9,800 feet msl. During this same 2 minute and 30 second period, the Cirrus was descending on a heading of about 130 degrees magnetic. The data depict the two airplanes converging perpendicular to one another and colliding about 5 nautical miles northwest of the airport at an altitude of about 9,800 feet msl, or 3,300 feet above the ground. The wreckage of the two airplanes was intermingled and scattered over an area of about 1,400 feet by 1,500 feet. During examination of the wreckage, transfer marks were identified consistent with the radar-derived collision angle. The Cirrus was equipped with a TCAS-like traffic advisory system that would alert the pilot of transponder equipped aircraft that pose a collision threat within a 0.55-mile radius. Based on the radar data, the system, if turned on, should have generated both an oral and visual traffic advisory starting about 30 seconds before and continuing until impact. It could not be determined whether the unit generated an advisory. It is possible that the geometry between the the system's antenna on top of the Cirrus and the transponder antenna on the bottom of the Cessna prevented the system from generating an advisory, but this could not be confirmed. Both airplanes were operating under visual conditions when they collided.
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 R172K from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
Pilot
- Certificate: student
- Flight time: 64 hours in all; 64 in this make and model; 18 in the last 90 days; 9 in the last 30 days; 12 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 8,363 hours
- Last inspection: annual inspection, May 10, 2008
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-360-ACKB (piston); 0 hours total
- Fire in flight and on the ground
- Operator: Franklin Aviation
The flight
- Departed from: RKS Rock Springs WY at 5:55 pm
- Destination: RKS Rock Springs WY
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 41°F (5°C)
- Altimeter: 30.22 inHg
- Observation at 6:54 pm from RKS, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Cirrus Design Corp. SR22 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute (descent) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,435 hours in all; 671 in this make and model; 33 in the last 90 days; 22 in the last 30 days; 1,316 as pilot in command
- Last flight review: January 2, 2008
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 155 hours
- Last inspection: annual inspection, September 17, 2007
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-550-N (piston); 0 hours total
- Fire in flight and on the ground
The flight
- Departed from: 8S1 Polson MT at 3:00 pm
- Destination: RKS Rock Springs WY
- Flight plan: IFR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| 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.