Diamond Aircraft Ind INC DA20-C1 and Robinson Helicopter R44 incident near North Las Vegas, Nevada, December 9, 2023
On December 9, 2023 at about 7:06 pm local time, 2 aircraft, Diamond Aircraft Ind INC DA20-C1 (N857PA) and Robinson Helicopter R44 (N744AF), were involved in the same incident near North Las Vegas, Nevada (North Las Vegas airport). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The local controller’s loss of situational awareness, inadequate provision of traffic advisory or safety alert information, and lack of positive control, that resulted in a near-midair collision.
The local controller’s loss of situational awareness, inadequate provision of traffic advisory or safety alert information, and lack of positive control, that resulted in a near-midair collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 9, 2023 · about 7:06 pm local time
- Place
- North Las Vegas, Nevada · North Las Vegas · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Diamond Aircraft Ind INC DA20-C1, built 2003
- Registration
- N857PA · registry record · serial C0218
- Damage
- Not recorded
- Flight
- Flight · rules the NTSB did not record
- Aircraft 2
- Robinson Helicopter R44, built 2008 · all R44s on the register
- Registration
- N744AF · registry record · serial 1955
- Damage
- Not recorded
- Flight
- Flight · rules the NTSB did not record
The NTSB's narrative for the Diamond Aircraft Ind INC DA20-C1 final · quoted from the NTSB record
A Robinson R-44 helicopter N744AF, VW02 (View 02), and a Diamond DA20-C1 Eclipse, N857PA were involved in a near midair collision (NMAC) approximately 1.7 miles west of the North Las Vegas Airport (VGT). At the time of the incident the VGT airport traffic control tower (ATCT) was staffed by two controllers with three personnel available. The local control 1 (LC1), local control 2 (LC2), local assist (LA1), and controller in charge (CIC) positions were all combined to the LC1 position. The ground control (GC), flight data (FD), and clearance delivery (CD) positions were combined at the GC position. According to ATC audio recordings and post event interviews, the LC1 controller had instructed N857PA to enter left traffic for runway 30L. About 25 seconds later, VW02 requested a west departure from the transient ramp and the LC1 controller advised departure would be at their own risk. About three minutes later, VW02 and N857PA experienced a NMAC after VW02 had departed to the west and N857PA was on a southeast heading, approaching the mid-field left downwind position for runway 30L.The LC1 controller’s expectation that VW02 would have departed sooner led to an inadequate scan and loss of situational awareness. Additionally, the LC1 controller did not provide adequate or timely traffic advisory or safety alert information to either aircraft as required in FAA Order JO 7110.65AA, Air Traffic Control.
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 Robinson Helicopter R44 final · quoted from the NTSB record
A Robinson R-44 helicopter N744AF, VW02 (View 02), and a Diamond DA20-C1 Eclipse, N857PA were involved in a near midair collision (NMAC) approximately 1.7 miles west of the North Las Vegas Airport (VGT). At the time of the incident the VGT airport traffic control tower (ATCT) was staffed by two controllers with three personnel available. The local control 1 (LC1), local control 2 (LC2), local assist (LA1), and controller in charge (CIC) positions were all combined to the LC1 position. The ground control (GC), flight data (FD), and clearance delivery (CD) positions were combined at the GC position. According to ATC audio recordings and post event interviews, the LC1 controller had instructed N857PA to enter left traffic for runway 30L. About 25 seconds later, VW02 requested a west departure from the transient ramp and the LC1 controller advised departure would be at their own risk. About three minutes later, VW02 and N857PA experienced a NMAC after VW02 had departed to the west and N857PA was on a southeast heading, approaching the mid-field left downwind position for runway 30L.The LC1 controller’s expectation that VW02 would have departed sooner led to an inadequate scan and loss of situational awareness. Additionally, the LC1 controller did not provide adequate or timely traffic advisory or safety alert information to either aircraft as required in FAA Order JO 7110.65AA, Air Traffic Control.
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 Diamond Aircraft Ind INC DA20-C1 from the NTSB's investigation tables, in plain English
What happened, in order
- Near midair/TCAS alert/loss of separation during approach (VFR pattern downwind) defining event
- Air traffic event during approach (VFR pattern downwind)
The NTSB's findings
- Personnel issues › Task performance › Planning/preparation › Performance calculations › ATC personnel
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › ATC personnel
- Personnel issues › Psychological › Attention/monitoring › Monitoring environment › ATC personnel
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › ATC personnel
- Personnel issues › Action/decision › Action › Lack of action › ATC personnel
The aircraft
- Last inspection: inspection type not recorded
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor IO-240 SER (piston); 0 hours total
- Operator: Diamond Aircraft Sales Of Kentucky LLC
The flight
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 340° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 9°F (-13°C)
- Altimeter: 30.48 inHg
- Observation at 10:53 am from KVGT
Weather report (METAR): METAR KVGT 091853Z 34008KT 10SM CLR 11/M13 A3048 RMK AO2 SLP343 T01061128=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
The factual record for the Robinson Helicopter R44 from the NTSB's investigation tables, in plain English
What happened, in order
- Near midair/TCAS alert/loss of separation during initial climb defining event
- Air traffic event during initial climb
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Monitoring environment › ATC personnel
- Personnel issues › Task performance › Planning/preparation › (general) › ATC personnel
- Personnel issues › Action/decision › Action › Lack of action › ATC personnel
- Personnel issues › Action/decision › Info processing/decision › Expectation/assumption › ATC personnel
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › ATC personnel
The aircraft
- Last inspection: inspection type not recorded
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-F1B5 (piston); 0 hours total
- Operator: Skyline Helicopter Tours LLC
The flight
- Flight plan: VFR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.