Cessna 172RG and Cessna 172M mid-air collision near Calabasas, California, April 29, 2013
On April 29, 2013 at about 9:01 pm local time, 2 aircraft, Cessna 172RG (N4677V) and Cessna 172M (N64030), were involved in a mid-air collision near Calabasas, California. 2 people were killed, 1 person was seriously injured and 2 people had minor injuries. 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, which resulted in a midair collision.
The failure of the pilots in both aircraft to maintain an adequate visual lookout, which resulted in a midair collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 29, 2013 · about 9:01 pm local time
- Place
- Calabasas, California · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed, 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172RG, built 1980 · all 172RGs on the register
- Registration
- N4677V · no longer on the register · serial 172RG0224
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172M, built 1975 · all 172Ms on the register
- Registration
- N64030 · no longer on the register · serial 17264976
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172RG final · quoted from the NTSB record
**This report was modified on October 27, 2025. Please see docket for the original report.** A Cessna 172RG and a Cessna 172M collided in midair. The flight instructor, who was seated in the left seat in the Cessna 172RG, and the pilot-rated student reported that they departed the airport and then proceeded to a practice area northwest of the airport heading in a westerly direction at 3,500 ft mean sea level (msl). After reaching the practice area, the flight instructor made two position reports on the local practice area frequency; he received no radio acknowledgement of his position reports and heard no radio transmissions from any other aircraft in the area. The pilot receiving instruction then began to conduct clearing turns. The pilot made a right turn to a northerly heading and then turned the airplane back to the left and leveled off on the original westerly heading at 3,400 ft msl. The flight instructor reported that he was looking to the front and left, which was his normal traffic scan practice. When the airplane leveled off, he heard a "loud bang" and felt something hit the left side of the airplane. The flight instructor looked outside at the left wing and noted that it was damaged from the wing root outboard, the pitot tube was missing, and the left side windscreen was broken with metal protruding into the airplane. The flight instructor took control of the airplane and determined that it could not maintain altitude, so he made a forced landing onto a nearby golf course. The Cessna 172M was operating as a personal flight. A review of radar data showed the Cessna 172M approaching the practice area on an easterly heading and climbing from 3,200 feet msl. When it reached 3,400 feet msl, it collided with the Cessna 172RG. The Cessna 172M subsequently made a sharp left turn and descended rapidly into terrain. A postcrash fire consumed the wreckage. Postaccident examination of both airplanes' airframes and engines revealed no mechanical failures or malfunctions that would have precluded normal operation. Postaccident examination of the Cessna 172RG identified scratch marks and paint transfer marks on the left wing. Four pieces from the Cessna 172M's right horizontal stabilizer and elevator were found at the golf course; scratch marks were noted along the upper outboard portion of the largest horizontal stabilizer piece. Based on the paint transfer and scratch marks on both airplanes and radar data, the airplanes converged with about a 50-degree angle relative to their longitudinal axes, and the collision angle between the two airplanes was 80 degrees relative to the horizontal plane. The radar data indicated that, before the Cessna 172RG initiated the clearing turns, the pilots in both airplanes should have been able to see the other airplane in the distance. However, the pilot of the Cessna 172RG would not necessarily have recognized that the Cessna 172M was climbing. Once the Cessna 172RG initiated the clearing turns, it is likely that airplane structure obstructed the pilot's visibility out the left side as the airplanes converged; however, the Cessna 172M pilot's visibility was likely not obscured at this time.
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 172M final · quoted from the NTSB record
**This report was modified on October 27, 2025. Please see docket for the original report.** A Cessna 172RG and a Cessna 172M collided in midair. The flight instructor, who was seated in the left seat in the Cessna 172RG, and the pilot-rated student reported that they departed the airport and then proceeded to a practice area northwest of the airport heading in a westerly direction at 3,500 ft mean sea level (msl). After reaching the practice area, the flight instructor made two position reports on the local practice area frequency; he received no radio acknowledgement of his position reports and heard no radio transmissions from any other aircraft in the area. The pilot receiving instruction then began to conduct clearing turns. The pilot made a right turn to a northerly heading and then turned the airplane back to the left and leveled off on the original westerly heading at 3,400 ft msl. The flight instructor reported that he was looking to the front and left, which was his normal traffic scan practice. When the airplane leveled off, he heard a "loud bang" and felt something hit the left side of the airplane. The flight instructor looked outside at the left wing and noted that it was damaged from the wing root outboard, the pitot tube was missing, and the left side windscreen was broken with metal protruding into the airplane. The flight instructor took control of the airplane and determined that it could not maintain altitude, so he made a forced landing onto a nearby golf course. The Cessna 172M was operating as a personal flight. A review of radar data showed the Cessna 172M approaching the practice area on an easterly heading and climbing from 3,200 feet msl. When it reached 3,400 feet msl, it collided with the Cessna 172RG. The Cessna 172M subsequently made a sharp left turn and descended rapidly into terrain. A postcrash fire consumed the wreckage. Postaccident examination of both airplanes' airframes and engines revealed no mechanical failures or malfunctions that would have precluded normal operation. Postaccident examination of the Cessna 172RG identified scratch marks and paint transfer marks on the left wing. Four pieces from the Cessna 172M's right horizontal stabilizer and elevator were found at the golf course; scratch marks were noted along the upper outboard portion of the largest horizontal stabilizer piece. Based on the paint transfer and scratch marks on both airplanes and radar data, the airplanes converged with about a 50-degree angle relative to their longitudinal axes, and the collision angle between the two airplanes was 80 degrees relative to the horizontal plane. The radar data indicated that, before the Cessna 172RG initiated the clearing turns, the pilots in both airplanes should have been able to see the other airplane in the distance. However, the pilot of the Cessna 172RG would not necessarily have recognized that the Cessna 172M was climbing. Once the Cessna 172RG initiated the clearing turns, it is likely that airplane structure obstructed the pilot's visibility out the left side as the airplanes converged; however, the Cessna 172M pilot's visibility was likely not obscured at this time.
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 172RG from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute (cruise) defining event
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
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,200 hours in all; 600 in this make and model; 185 in the last 90 days; 70 in the last 30 days; 2,050 as pilot in command; 1,520 on instruments
- Last flight review: December 22, 2012
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 485 hours in all; 1 in this make and model
- Last flight review: January 20, 2013
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 10,383 hours
- Last inspection: 100-hour inspection, April 5, 2013; 66 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360 SERIES (piston); 6,873 hours total
The flight
- Departed from: SMO Santa Monica CA at 8:53 pm
- Destination: SMO Santa Monica CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 52°F (11°C)
- Altimeter: 29.81 inHg
- Observation at 8:51 pm from VNY, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 1 |
The factual record for the Cessna 172M from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during enroute (cruise) defining event
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,750 hours in all; 50 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,350 hours in all; 25 in this make and model
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 5,862.3 hours
- Last inspection: annual inspection, April 16, 2013; 2 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: SMO Santa Monica CA at 8:13 pm
- Destination: SMO Santa Monica CA
- Flight plan: none
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.