Cessna 310C and Piper PA 28R-200 mid-air collision near Primm, Nevada, October 23, 2015
On October 23, 2015 at about 5:15 pm local time, 2 aircraft, Cessna 310C (N310CD) and Piper PA 28R-200 (N9475N), were involved in a mid-air collision near Primm, Nevada. 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 inadequate visual lookout by the pilots of both airplanes, which resulted in a midair collision. Contributing to the accident was the pilots' failure to tune to, monitor, and communicate over the common traffic advisory frequency their relative positions while in the training area.
The inadequate visual lookout by the pilots of both airplanes, which resulted in a midair collision. Contributing to the accident was the pilots' failure to tune to, monitor, and communicate over the common traffic advisory frequency their relative positions while in the training area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 23, 2015 · about 5:15 pm local time
- Place
- Primm, Nevada · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 310C C, built 1959 · all 310Cs on the register
- Registration
- N310CD · no longer on the register · serial 35853
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA 28R-200 200, built 1969 · all PA 28R-200s on the register
- Registration
- N9475N · no longer on the register · serial 28R-35192
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 310C final · quoted from the NTSB record
Both the multi-engine airplane and the single-engine airplane were maneuvering in the local practice area at 6,500 ft mean sea level. The flight instructor and private pilot receiving instruction on board the multi-engine airplane were performing an introductory/familiarization flight. The flight instructor reported that the airplane was on a northwesterly heading when he observed a small dot in front of him; he then saw an approaching airplane just before impact. He stated that the pilot receiving instruction, who was controlling the airplane at the time, made a slight nose-down input just before the collision. After assessing the damage as a jammed rudder, the flight instructor elected to proceed back to the departure airport, where he landed the airplane uneventfully. The private pilot of the single-engine airplane stated that, while performing engine power checks on a southwesterly heading and while in a left turn, he heard a loud bang. He subsequently observed another airplane flying away from his position and then heard a radio transmission on the departure airport's tower frequency, advising that the pilot had been involved in a midair collision. The airplane then experienced a total loss of engine power, and the pilot subsequently performed an uneventful forced landing on a dry lake bed. Examination of the airplane revealed substantial damage to the right forward wing root area, which compromised the fuel system and resulted in the subsequent loss of engine power. The practice area where the accident occurred was used widely for training flights, and pilots operating in the area typically monitored the common traffic advisory frequency (CTAF) of a nearby, non-tower-controlled airport. The pilots of both accident airplanes, however, were only monitoring the tower frequency of their departure airport. Had the pilots of both airplanes been more vigilant in scanning for potential traffic in the area while maneuvering, as well as monitoring and communicating their positions on the CTAF frequency, the midair collision would most likely have not 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
Both the multi-engine airplane and the single-engine airplane were maneuvering in the local practice area at 6,500 ft mean sea level. The flight instructor and private pilot receiving instruction on board the multi-engine airplane were performing an introductory/familiarization flight. The flight instructor reported that the airplane was on a northwesterly heading when he observed a small dot in front of him; he then saw an approaching airplane just before impact. He stated that the pilot receiving instruction, who was controlling the airplane at the time, made a slight nose-down input just before the collision. After assessing the damage as a jammed rudder, the flight instructor elected to proceed back to the departure airport, where he landed the airplane uneventfully. The private pilot of the single-engine airplane stated that, while performing engine power checks on a southwesterly heading and while in a left turn, he heard a loud bang. He subsequently observed another airplane flying away from his position and then heard a radio transmission on the departure airport's tower frequency, advising that the pilot had been involved in a midair collision. The airplane then experienced a total loss of engine power, and the pilot subsequently performed an uneventful forced landing on a dry lake bed. Examination of the airplane revealed substantial damage to the right forward wing root area, which compromised the fuel system and resulted in the subsequent loss of engine power. The practice area where the accident occurred was used widely for training flights, and pilots operating in the area typically monitored the common traffic advisory frequency (CTAF) of a nearby, non-tower-controlled airport. The pilots of both accident airplanes, however, were only monitoring the tower frequency of their departure airport. Had the pilots of both airplanes been more vigilant in scanning for potential traffic in the area while maneuvering, as well as monitoring and communicating their positions on the CTAF frequency, the midair collision would most likely have not 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 Cessna 310C from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Instructor/check pilot
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Student/instructed 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; instrument: airplane
- Flight time: 11,349 hours in all; 32 in this make and model; 48 in the last 90 days; 25 in the last 30 days; 10,065 as pilot in command; 1,039 on instruments
- Last flight review: September 16, 2015
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,600 hours in all; 6 in this make and model; 7 in the last 90 days; 4 in the last 30 days; 1,520 as pilot in command
- Last flight review: October 30, 2015
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,608.8 hours
- Last inspection: annual inspection, October 20, 2015; 1 hours since
- Maximum gross weight: 4,828 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Cont Motor IO-470-D (piston); 2,619 hours total
- Engine 2: Cont Motor IO-470-D (piston); 1,287 hours total
The flight
- Departed from: HND Henderson NV at 4:30 pm
- Destination: HND Henderson NV
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 45°F (7°C)
- Altimeter: 30.11 inHg
- Observation at 4:56 pm from HND, 30 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 maneuvering 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: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 169 hours in all; 52 in this make and model; 4 in the last 90 days; 1 in the last 30 days; 114 as pilot in command
- Last flight review: February 8, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,558.4 hours
- Last inspection: annual inspection, June 5, 2015; 52 hours since
- Maximum gross weight: 2,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming I0360 SER; 0 hours total
The flight
- Departed from: HND Henderson NV at 4:50 pm
- Destination: HND Henderson NV
- Flight plan: none
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.