Cessna 172P and amateur-built RV-6A mid-air collision near Wenatchee, Washington, October 23, 1999
On October 23, 1999 at about 8:20 pm local time, 2 aircraft, Cessna 172P (N54844) and amateur-built RV-6A (N811KM), were involved in a mid-air collision near Wenatchee, Washington. 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 failure of the pilots in both aircraft to maintain an adequate visual lookout. Haze was a factor.
The failure of the pilots in both aircraft to maintain an adequate visual lookout. Haze was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 23, 1999 · about 8:20 pm local time
- Place
- Wenatchee, Washington · map
- Type
- Incident · mid-air collision
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172P · all 172Ps on the register
- Registration
- N54844 · registry record · serial 17275065
- Damage
- Minor damage
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Amateur-built RV-6A
- Registration
- N811KM · no longer on the register · serial 60008
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172P final · quoted from the NTSB record
The flight instructor in the Cessna reported that the student was under the hood for the practice VOR approach. The flight was tracking inbound heading 285 degrees. About six miles from the airport, approximately 3,800 feet, and just prior to the final approach fix, the flight instructor was just about to announce their location when they felt a bump. The flight instructor did not see what they had collided with, and realized shortly thereafter that it was another aircraft. The pilot of the RV-6A, reported that he had just taken off from the airport and was climbing to cruise altitude on an easterly heading, when he suddenly saw the Cessna directly ahead and in his flight path. The pilot immediately pushed the nose down in a rapid descending right turn. The left wing tip of the RV-6A came up and collided with the bottom side of the Cessna's right wing tip. Both pilots reported that the weather was clear with haze. Both aircraft returned to the airport and landed without further incident.
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 amateur-built RV-6A final · quoted from the NTSB record
The flight instructor in the Cessna reported that the student was under the hood for the practice VOR approach. The flight was tracking inbound heading 285 degrees. About six miles from the airport, approximately 3,800 feet, and just prior to the final approach fix, the flight instructor was just about to announce their location when they felt a bump. The flight instructor did not see what they had collided with, and realized shortly thereafter that it was another aircraft. The pilot of the RV-6A, reported that he had just taken off from the airport and was climbing to cruise altitude on an easterly heading, when he suddenly saw the Cessna directly ahead and in his flight path. The pilot immediately pushed the nose down in a rapid descending right turn. The left wing tip of the RV-6A came up and collided with the bottom side of the Cessna's right wing tip. Both pilots reported that the weather was clear with haze. Both aircraft returned to the airport and landed without further incident.
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 172P from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 514 hours in all; 433 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 263 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,737 hours
- Last inspection: annual inspection, October 6, 1999; 31 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
The flight
- Departed from: EAT at 7:30 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 41°F (5°C)
- Altimeter: 29.00 inHg
- Observation at 7:55 pm from EAT, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
The factual record for the amateur-built RV-6A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 287 hours in all; 100 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 108 hours
- Last inspection: annual inspection, June 27, 1999; 33 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Gm V-6 (piston); 0 hours total
The flight
- Departed from: EAT WA at 8:00 pm
- Destination: 4S3 Joseph OR
- Flight plan: VFR
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.