Mooney M20R and Cessna R172K incident near Jacksonville, Florida, April 3, 2016
On April 3, 2016 at about 1:45 pm local time, 2 aircraft, Mooney M20R (N57GX) and Cessna R172K (N758PK), were involved in the same incident near Jacksonville, Florida. The NTSB record does not give the injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The air traffic controller's decision to issue climb instruction to one aircraft without ensuring the required separation with another could be maintained. Contributing to the incident was the air traffic controller's failure to issue a safety alert in a timely manner.
The air traffic controller's decision to issue climb instruction to one aircraft without ensuring the required separation with another could be maintained. Contributing to the incident was the air traffic controller's failure to issue a safety alert in a timely manner.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 3, 2016 · about 1:45 pm local time
- Place
- Jacksonville, Florida · map
- Type
- Incident
- Injuries
- The NTSB record does not give the injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Mooney M20R NO SERIES, built 2005 · all M20Rs on the register
- Registration
- N57GX · registry record · serial 29-0357
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna R172K K, built 1979 · all R172Ks on the register
- Registration
- N758PK · registry record · serial R1723250
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Mooney M20R final · quoted from the NTSB record
The loss of separation occurred after the air traffic controller issued N57GX a climb from 5,000 feet to 9,000 feet while N758PK was on an opposite direction heading, level at 8,000 feet. The air traffic controller became aware of the incident after the pilot of N57GX reported that he had received a conflict alert and had taken evasive action to avoid a collision with N785PK. After N57GX had departed OCF, the air traffic controller instructed the pilot to climb to 5,000 feet, and subsequently issued the pilot a climb to 9,000 feet, which was the pilot's requested altitude. The air traffic controller did not consider the performance of the aircraft, or the proximity of N785PK when he issued the climb instructions to N57GX. The decision by the air traffic controller to climb N57GX without ensuring minimum radar or vertical separation would exist, and be maintained, resulted in the aircraft coming into close proximity to one another. Additionally, the controller did not issue a safety alert when the air traffic control conflict alert activated, requiring the pilot of N57GX to take evasive action to avoid a collision with N758PK. The closest proximity was estimated to be 0.85 nautical miles lateral and 200 feet vertical separation.
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 R172K final · quoted from the NTSB record
The loss of separation occurred after the air traffic controller issued N57GX a climb from 5,000 feet to 9,000 feet while N758PK was on an opposite direction heading, level at 8,000 feet. The air traffic controller became aware of the incident after the pilot of N57GX reported that he had received a conflict alert and had taken evasive action to avoid a collision with N785PK. After N57GX had departed OCF, the air traffic controller instructed the pilot to climb to 5,000 feet, and subsequently issued the pilot a climb to 9,000 feet, which was the pilot's requested altitude. The air traffic controller did not consider the performance of the aircraft, or the proximity of N785PK when he issued the climb instructions to N57GX. The decision by the air traffic controller to climb N57GX without ensuring minimum radar or vertical separation would exist, and be maintained, resulted in the aircraft coming into close proximity to one another. Additionally, the controller did not issue a safety alert when the air traffic control conflict alert activated, requiring the pilot of N57GX to take evasive action to avoid a collision with N758PK. The closest proximity was estimated to be 0.85 nautical miles lateral and 200 feet vertical separation.
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 Mooney M20R from the NTSB's investigation tables, in plain English
What happened, in order
- Near midair/TCAS alert/loss of separation during enroute (climb to cruise)
- Air traffic event during enroute (climb to cruise) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › ATC personnel
- factor Personnel issues › Action/decision › Action › Incomplete action › ATC personnel
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 3,369 lb
- Landing gear: fixed
- Engine: Cont Motor IO-550 SERIES (piston); 0 hours total
The flight
- Departed from: OCF Ocala FL
- Destination: FMY Fort Myers FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
The factual record for the Cessna R172K from the NTSB's investigation tables, in plain English
What happened, in order
- Air traffic event during enroute (cruise)
- Near midair/TCAS alert/loss of separation during enroute defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action selection › ATC personnel
- factor Personnel issues › Action/decision › Action › Forgotten action/omission › ATC personnel
The aircraft
- Last inspection: inspection type not recorded
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-360 SER (piston); 0 hours total
The flight
- Departed from: SRQ Sarasota FL
- Destination: MLJ Milledgeville GA
- Flight plan: IFR
Other NTSB records under N57GX the same tail number, which may have belonged to a different aircraft at the time
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 OPS16IA010.