Piper PA-28-181 and Cessna 172S mid-air collision near Anthem, Arizona, May 31, 2013
On May 31, 2013 at about 5:03 pm local time, 2 aircraft, Piper PA-28-181 (N327PA) and Cessna 172S (N2459K), were involved in a mid-air collision near Anthem, Arizona (Phoenix Deer Valley Airport). 4 people were killed. 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 adequate visual lookout in a known training area where multiple aircraft frequently operated, which resulted in a midair collision.
The failure of the pilots in both aircraft to maintain adequate visual lookout in a known training area where multiple aircraft frequently operated, 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
- May 31, 2013 · about 5:03 pm local time
- Place
- Anthem, Arizona · Phoenix Deer Valley Airport · map
- Type
- Accident · mid-air collision
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N327PA · registry record · serial 2843511
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172S, built 2005 · all 172Ss on the register
- Registration
- N2459K · no longer on the register · serial 172S10034
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-28-181 final · quoted from the NTSB record
A Cessna 172 and a Piper PA-28 collided in midair; both airplanes were operating as instructional flights. Radar data showed the airplanes operating about 1 mile apart. The Cessna was operating to the west of the Piper at 2,500 ft mean sea level (msl) and 106 knots ground speed. The Piper was operating to the east of the Cessna at 2,600 ft msl and 92 knots. The Cessna was on a northerly heading and made a right turn to a southerly heading. The Piper was also on a northerly heading and made a left turn to a southwesterly heading. Both airplanes executed the turns simultaneously. Shortly after each airplane completed its turn, the track of both airplanes intersected. Calculations determined that the two airplanes collided at a 72-degree angle with a 116-knot closure rate. Propeller slashes on the Cessna's left wing indicated that the Piper was slightly above the Cessna at the moment of collision. During the collision sequence, the right side of the Piper's nose contacted the Cessna's rudder and continued forward into its left wing, which allowed the propeller to slash the trailing edge. The wreckages of both airplanes were found in the immediate vicinity of the radar-depicted track intersection. It is likely that the pilots had an opportunity to see each other during the turns. However, as the flights converged and rolled out of their simultaneous turns, structure from both airplanes would have blocked the pilots' visibility and prevented them from seeing the other airplane and avoiding the collision. The area where the accident occurred is commonly used by local flight schools to practice ground reference maneuvers, which are normally performed at 1,000 ft above ground level (about 2,700 ft msl); therefore, the pilots should have been aware that other aircraft were operating in the area and should have been monitoring the environment. Further, the training area had an associated radio frequency to coordinate training activities between aircraft, and the pilots of both airplanes were making position reports and other radio transmissions on the established frequency and should have been listening for other traffic.
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 172S final · quoted from the NTSB record
A Cessna 172 and a Piper PA-28 collided in midair; both airplanes were operating as instructional flights. Radar data showed the airplanes operating about 1 mile apart. The Cessna was operating to the west of the Piper at 2,500 ft mean sea level (msl) and 106 knots ground speed. The Piper was operating to the east of the Cessna at 2,600 ft msl and 92 knots. The Cessna was on a northerly heading and made a right turn to a southerly heading. The Piper was also on a northerly heading and made a left turn to a southwesterly heading. Both airplanes executed the turns simultaneously. Shortly after each airplane completed its turn, the track of both airplanes intersected. Calculations determined that the two airplanes collided at a 72-degree angle with a 116-knot closure rate. Propeller slashes on the Cessna's left wing indicated that the Piper was slightly above the Cessna at the moment of collision. During the collision sequence, the right side of the Piper's nose contacted the Cessna's rudder and continued forward into its left wing, which allowed the propeller to slash the trailing edge. The wreckages of both airplanes were found in the immediate vicinity of the radar-depicted track intersection. It is likely that the pilots had an opportunity to see each other during the turns. However, as the flights converged and rolled out of their simultaneous turns, structure from both airplanes would have blocked the pilots' visibility and prevented them from seeing the other airplane and avoiding the collision. The area where the accident occurred is commonly used by local flight schools to practice ground reference maneuvers, which are normally performed at 1,000 ft above ground level (about 2,700 ft msl); therefore, the pilots should have been aware that other aircraft were operating in the area and should have been monitoring the environment. Further, the training area had an associated radio frequency to coordinate training activities between aircraft, and the pilots of both airplanes were making position reports and other radio transmissions on the established frequency and should have been listening for other traffic.
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-28-181 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Flight crew
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,924.3 hours in all; 2,694.1 on instruments
- Last flight review: November 29, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: fatal
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 289.8 hours in all; 237.1 on instruments
- Last flight review: May 17, 2013
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 12,595 hours
- Last inspection: approved inspection programme, May 28, 2013; 21 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 6,529 hours total
- Operator: Transpac Aviation Academy
The flight
- Departed from: KDVT Anthem AZ at 4:17 pm
- Destination: KDVT Anthem AZ
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 52°F (11°C)
- Altimeter: 29.87 inHg
- Observation at 4:53 pm from KDVT, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
The factual record for the Cessna 172S from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Flight crew
Flight instructor
- Certificate: private
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 1,678 hours in all; 1,570 as pilot in command
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
Dual student
- Certificate: student
- Flight time: 49.2 hours in all; 49.2 in this make and model
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,077.7 hours
- Last inspection: 100-hour inspection, May 28, 2013
- Maximum gross weight: 2,558 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 6,912 hours total
- Fire on the ground
The flight
- Departed from: KDVT Anthem AZ at 4:30 pm
- Destination: KDVT Anthem AZ
- 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.