Piper PA-22-135 and Piper PA-28R-200 mid-air collision near Yellow Pine, Idaho, June 28, 2013
On June 28, 2013 at about 3:48 pm local time, 2 aircraft, Piper PA-22-135 (N1540P) and Piper PA-28R-200 (N2108T), were involved in a mid-air collision near Yellow Pine, Idaho (Johnson Creek Airport). 1 person was killed and 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The other pilot’s failure to see and avoid the airplane, which resulted in a midair collision while both airplanes were on final approach to land. Contributing to the accident was both pilots’ failure to adequately monitor other aircraft position reports while in the pattern.
The pilot's failure to see and avoid the airplane ahead of his position in the airport traffic pattern, which resulted in a midair collision while both airplanes were on approach to land. Contributing to the accident was both pilots’ failure to adequately monitor other aircraft position reports while in the pattern.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2013 · about 3:48 pm local time
- Place
- Yellow Pine, Idaho · Johnson Creek Airport · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed and 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-22-135 · all PA-22-135s on the register
- Registration
- N1540P · no longer on the register · serial 22-2404
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N2108T · no longer on the register · serial 28R-7135053
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-22-135 final · quoted from the NTSB record
A Piper PA-28R-200 and a Piper PA-22-135 collided while on short final approach to land at a nontowered remote airport. The PA-22-135 pilot reported that he made several position reports on the common traffic advisory frequency (CTAF) before performing an upwind entry to the airport traffic pattern from the north. He continued to turn the airplane to the crosswind, downwind, and base legs of the traffic pattern while announcing his positions on the CTAF and then turned the airplane to the final leg and again announced his position on the CTAF. The pilot stated that, as the airplane crossed the river north of the runway, he heard a transmission on the CTAF that "someone was too close" and that he began to abort the landing just before the collision occurred. The PA-28R-200 pilot reported that he initially approached the airport from the south, announced his position several times on the CTAF, and then entered the airport traffic pattern. However, he aborted his approach to land because an airplane was on the runway. The pilot then flew the airplane south to the vicinity of another airport for spacing from other airplanes in the area. He then proceeded to enter the airport traffic pattern a second time on an extended downwind while again announcing his position several times on the CTAF. The pilot stated that, while in the traffic pattern, he monitored his radio for the positions of other aircraft but that he heard no position reports indicating that an airplane was in front of his position or while he was on final approach. The pilot continued the approach to land and noted that the runway and the flightpath to the runway were clear. Shortly thereafter, the airplane collided with the PA-22-135. The pilot reported that he did not see the other airplane before the collision. A review of two videos of the collision revealed that the PA-28R-200 flew at a higher altitude than the PA-22-135 while on the downwind, base, and final legs of the airport traffic pattern. In addition, the videos showed that the PA-28R-200 overtook and then descended onto the PA-22-135. Given the PA-28R-200's descent angle and the position of the PA-22-135, it could not be determined if the PA-28R-200 pilot could have seen the PA-22-135. A review of the recorded CTAF transmissions revealed that both pilots were transmitting their positions within the airport traffic pattern, corroborating their reports that they did so. It could not be determined why neither pilot heard the other pilot's position reports; however, it is likely that they were not adequately monitoring other aircraft position reports while in the airport traffic pattern. If either pilot had heard the other pilot's position reports, it is likely that the collision would not have occurred.
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 Piper PA-28R-200 final · quoted from the NTSB record
A Piper PA-28R-200 and a Piper PA-22-135 collided while on short final approach to land at a nontowered remote airport. The PA-22-135 pilot reported that he made several position reports on the common traffic advisory frequency (CTAF) before performing an upwind entry to the airport traffic pattern from the north. He continued to turn the airplane to the crosswind, downwind, and base legs of the traffic pattern while announcing his positions on the CTAF and then turned the airplane to the final leg and again announced his position on the CTAF. The pilot stated that, as the airplane crossed the river north of the runway, he heard a transmission on the CTAF that "someone was too close" and that he began to abort the landing just before the collision occurred. The PA-28R-200 pilot reported that he initially approached the airport from the south, announced his position several times on the CTAF, and then entered the airport traffic pattern. However, he aborted his approach to land because an airplane was on the runway. The pilot then flew the airplane south to the vicinity of another airport for spacing from other airplanes in the area. He then proceeded to enter the airport traffic pattern a second time on an extended downwind while again announcing his position several times on the CTAF. The pilot stated that, while in the traffic pattern, he monitored his radio for the positions of other aircraft but that he heard no position reports indicating that an airplane was in front of his position or while he was on final approach. The pilot continued the approach to land and noted that the runway and the flightpath to the runway were clear. Shortly thereafter, the airplane collided with the PA-22-135. The pilot reported that he did not see the other airplane before the collision. A review of two videos of the collision revealed that the PA-28R-200 flew at a higher altitude than the PA-22-135 while on the downwind, base, and final legs of the airport traffic pattern. In addition, the videos showed that the PA-28R-200 overtook and then descended onto the PA-22-135. Given the PA-28R-200's descent angle and the position of the PA-22-135, it could not be determined if the PA-28R-200 pilot could have seen the PA-22-135. A review of the recorded CTAF transmissions revealed that both pilots were transmitting their positions within the airport traffic pattern, corroborating their reports that they did so. It could not be determined why neither pilot heard the other pilot's position reports; however, it is likely that they were not adequately monitoring other aircraft position reports while in the airport traffic pattern. If either pilot had heard the other pilot's position reports, it is likely that the collision would not have occurred.
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-22-135 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern final) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring communications › Pilot
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring communications › Pilot of other aircraft
Other crew
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 144 hours in all; 65 in this make and model; 24 in the last 90 days; 116 as pilot in command
- Last flight review: May 29, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,500 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,296 hours
- Last inspection: annual inspection, December 9, 2012; 55 hours since
- Maximum gross weight: 2,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-290 SERIES (piston); 0 hours total
The flight
- Departed from: 12ID Salmon ID at 1:00 pm
- Destination: 3U2 Yellow Pine ID
- Flight plan: none
- Runway 17, 3,400 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 52°F (11°C)
- Altimeter: 30.32 inHg
- Observation at 3:51 pm from MYL, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
The factual record for the Piper PA-28R-200 from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during approach (VFR pattern final) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring communications › Pilot
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring communications › Pilot of other aircraft
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 341 hours in all; 35 in this make and model; 18 in the last 90 days; 13 in the last 30 days; 277 as pilot in command
- Last flight review: February 19, 2013
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Last inspection: inspection type not recorded
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 SER (piston); 0 hours total
The flight
- Departed from: Bountiful UT at 1:00 pm
- Destination: 3U2 Yellow Pine ID
- Flight plan: none
- Runway 17, 3,400 ft by 150 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.