Piper PA-28-180 and Cessna 210N mid-air collision near Bradfordville, Florida, March 13, 2005
On March 13, 2005 at about 9:29 pm local time, 2 aircraft, Piper PA-28-180 (N7706N) and Cessna 210N (N4617C), were involved in a mid-air collision near Bradfordville, Florida (Tallahassee Regional airport). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of ATC to provide traffic advisories and safety alerts required in class C airspace and the inability of both pilots to see and avoid each other (low wing on top, high wing below), resulting in the midair collision.
The failure of ATC to provide traffic advisories and safety alerts required in class C airspace and the inability of both pilots to see and avoid each other (low wing on top, high wing below), resulting in the midair collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2005 · about 9:29 pm local time
- Place
- Bradfordville, Florida · Tallahassee Regional · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N7706N · registry record · serial 28-5153
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 210N · all 210Ns on the register
- Registration
- N4617C · registry record · serial 21063577
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-28-180 final · quoted from the NTSB record
A Piper PA-28-180 and a Cessna 210 collided in flight over Bradfordville, Florida. The pilot of the Piper aircraft, which was transmitting mode C transponder data the entire time it was under the radar service of TLH ATCT, was advised by the controller to turn to a heading of 090 degrees. At that time, the flight was located approximately 12 miles north of KTLH, the intended destination airport. Approximately one minute later, the same controller assigned the pilot of the Cessna, not transmitting mode C data, a heading of 090 degrees as he was climbing out from an airport located just north of KTLH. Radar data indicates that the controller subsequently put the two aircraft on converging flight paths. The controller then instructed the pilot of the Piper to descend to three thousand feet and turn to a heading of 120 degrees. Shortly after these instructions were given, the pilot of the Cessna stated to the controller that he had just had a mid air collision with another aircraft. Both aircraft landed at KTLH without further incident. Both pilots later reported they did not see the other before or at the time of the impact. The controller did not provide traffic advisories or safety alerts required in class C airspace to either aircraft before the collision. Post accident analysis of the two aircraft revealed damage confined to the topside of the right wing on the Cessna, and a bent left main gear strut on the Piper. Post accident testing of the transponders on both aircraft revealed no anomalies to the Piper airplane. Testing of the components of the Cessna airplane revealed a 200 feet-per-minute static leak and the transponder did not transmit the airplane registration during ramp or bench testing with "Mode S All Call Interrogation."
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 210N final · quoted from the NTSB record
A Piper PA-28-180 and a Cessna 210 collided in flight over Bradfordville, Florida. The pilot of the Piper aircraft, which was transmitting mode C transponder data the entire time it was under the radar service of TLH ATCT, was advised by the controller to turn to a heading of 090 degrees. At that time, the flight was located approximately 12 miles north of KTLH, the intended destination airport. Approximately one minute later, the same controller assigned the pilot of the Cessna, not transmitting mode C data, a heading of 090 degrees as he was climbing out from an airport located just north of KTLH. Radar data indicates that the controller subsequently put the two aircraft on converging flight paths. The controller then instructed the pilot of the Piper to descend to three thousand feet and turn to a heading of 120 degrees. Shortly after these instructions were given, the pilot of the Cessna stated to the controller that he had just had a mid air collision with another aircraft. Both aircraft landed at KTLH without further incident. Both pilots later reported they did not see the other before or at the time of the impact. The controller did not provide traffic advisories or safety alerts required in class C airspace to either aircraft before the collision. Post accident analysis of the two aircraft revealed damage confined to the topside of the right wing on the Cessna, and a bent left main gear strut on the Piper. Post accident testing of the transponders on both aircraft revealed no anomalies to the Piper airplane. Testing of the components of the Cessna airplane revealed a 200 feet-per-minute static leak and the transponder did not transmit the airplane registration during ramp or bench testing with "Mode S All Call Interrogation."
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 Piper PA-28-180 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 88 hours in all; 35 in this make and model; 11 in the last 90 days; 8 in the last 30 days; 36 as pilot in command
- Last flight review: October 1, 2004
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,853.6 hours
- Last inspection: annual inspection, March 1, 2004; 144.6 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
The flight
- Departed from: KCHA Chattanooga TN at 6:30 pm
- Destination: KTLH Tallahassee FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 12 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,900 ft
- Temperature: 79°F (26°C), dew point 50°F (10°C)
- Altimeter: 29.82 inHg
- Observation at 9:53 pm from KTLH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 210N from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,657 hours in all; 800 in this make and model; 16 in the last 90 days; 10 in the last 30 days; 1,530 as pilot in command
- Last flight review: January 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,114 hours
- Last inspection: annual inspection, May 1, 2005
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-L (piston); 0 hours total
The flight
- Departed from: 68J Tallahassee FL at 9:25 pm
- Destination: KMLB Melbourne FL
- Flight plan: IFR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.