# NTSB WPR16LA016: Cessna 310C, N310CD, Primm, NV, October 23, 2015 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 23, 2015, 10:15 local (17:15 UTC) - Place: Primm, NV - Coordinates: 35.587223, -115.463607 - Nearby events: https://openairdocs.org/map.md?lat=35.5872&lon=-115.4636&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining events: [Maneuvering: Midair collision](https://openairdocs.org/ntsb-events/250); [Maneuvering: Midair collision](https://openairdocs.org/ntsb-events/250) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report May 1, 2017 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 92220 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR16LA016 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92220/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92220 - Page: https://openairdocs.org/ntsb/WPR16LA016 ## Probable cause (aircraft 1) 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. ## Probable cause (aircraft 2) 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. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Instructor/check pilot (probable cause), aircraft 1; cases with it: [Cessna 310C, 1 case](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=2074210), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md) - [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Student/instructed pilot (probable cause), aircraft 1; cases with it: [Cessna 310C, 1 case](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=2074210), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md) - [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot of other aircraft (probable cause), aircraft 1; cases with it: [Cessna 310C, 1 case](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=2074210), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md) - [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot (probable cause), aircraft 2; cases with it: [Piper PA-28R-200, 3 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=7102811), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md) - [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot of other aircraft (probable cause), aircraft 2; cases with it: [Piper PA-28R-200, 3 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=7102811), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Midair collision](https://openairdocs.org/ntsb-events/250) (defining event), aircraft 1; cases with it: [Cessna 310C, 1 case](https://openairdocs.org/ntsb-events/250/sequence.md?model=2074210), [All aircraft, 196 cases](https://openairdocs.org/ntsb-events/250/sequence.md) - [Maneuvering: Midair collision](https://openairdocs.org/ntsb-events/250) (defining event), aircraft 2; cases with it: [Piper PA-28R-200, 4 cases](https://openairdocs.org/ntsb-events/250/sequence.md?model=7102811), [All aircraft, 196 cases](https://openairdocs.org/ntsb-events/250/sequence.md) ## Analysis (aircraft 1) 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. ## Analysis (aircraft 2) 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. ## Factual narrative (aircraft 1) On October 23, 2015, about 1015 Pacific daylight time, a Cessna 310C multiengine airplane, N310CD, and a single-engine Piper PA-28-200, N9475N, collided in midair, about 5 nautical miles south of Primm, Nevada. The Cessna's certified flight instructor (CFI), who occupied the right pilot seat, and the pilot/owner receiving instruction who occupied the left pilot seat, were not injured. Additionally, the pilot of the Piper, who was the sole occupant, was not injured. Visual meteorological conditions prevailed at the time of the accident. The local flights were being operated in accordance with 14 Code of Federal Regulations Part 91, and no flight plans had been filed. Both airplanes departed the Henderson Executive Airport (HND), Henderson, Nevada, the Cessna about 0915, the Piper about 0950. In a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the CFI of the Cessna reported that while giving the pilot/owner instruction in approach configurations at 6,500 feet mean sea level (msl), on a magnetic heading of 340 degrees, he observed a small dot in front of him, and just prior to impact he saw an approaching airplane; the CFI opined that he thought the pilot/owner had made a slight nose down control input prior to the collision. After assessing the damage to the airplane, which had resulted in a jammed rudder, the CFI contacted the HND air traffic control tower, reported the midair collision, and indicated that he would be returning to HND. The Cessna subsequently landed at HND without further incident. A postaccident examination revealed that the airplane's vertical stabilizer and rudder had sustained substantial damage. In a telephone conversation with the NTSB IIC, the pilot of the Piper stated that he was level on a southwest heading at 6,500 msl level doing engine power checks, and as he initiated, or was already in a left turn, he heard a loud bang. The pilot reported that after the impact, he observed another airplane flying away from his position, and shortly thereafter heard a radio transmission to the HND tower from a pilot indicating that he had been involved in a midair collision, and was returning to HND. The pilot further stated that he subsequently experienced a loss of engine power, after which he elected to land on a dry lake bed. The pilot added that upon landing and during the landing roll, he had no right brake, which was the result of the right main landing gear brake line having been compromised due to the collision. Additionally, fuel was dripping from the right side of the airplane, due to a fuel line having been compromised as a result of the impact with the Cessna. It was also revealed that the right wing's forward wing root area had sustained substantial damage, as well as the left horizontal stabilizer. According to a local Federal Aviation Administration operations aviation safety inspector who interviewed the pilots of both airplanes, the inspector reported thatthe area in which the accident occurred, near the Jean Airport (0LF), Jean, Nevada, is widely used for training. As such, a common practice is for pilots in the area to use the 0LF Common Traffic Advisory Frequency (CTAF) 122.9, while in the area to make position reports, monitor other aircraft, and to continue to do so while operating in the area. The inspector reported that none of the three pilots reported using the 0LF CTAF frequency at any time leading up to the accident; they were monitoring the HND control tower frequency. The FAA Airplane Flying Handbook states, "Collision Avoidance: All pilots must be alert to the potential for midair collision and near midair collision. This concept requires that vigilance shall be maintained at all times, by each person operating an aircraft regardless of whether the operation is conducted under instrument flight rules (IFR) or visual flight rules (VFR). Most midair collision accidents and reported near midair collision incidents occur in good VFR weather conditions, and during the hours of daylight. Most of these accident/incidents occur within 5 miles of an airport, and/or near navigation aids." ## Factual narrative (aircraft 2) On October 23, 2015, about 1015 Pacific daylight time, a Cessna 310C multiengine airplane, N310CD, and a single-engine Piper PA-28-200, N9475N, collided in midair, about 5 nautical miles south of Primm, Nevada. The Cessna's certified flight instructor (CFI), who occupied the right pilot seat, and the pilot/owner receiving instruction who occupied the left pilot seat, were not injured. Additionally, the pilot of the Piper, who was the sole occupant, was not injured. Visual meteorological conditions prevailed at the time of the accident. The local flights were being operated in accordance with 14 Code of Federal Regulations Part 91, and no flight plans had been filed. Both airplanes departed the Henderson Executive Airport (HND), Henderson, Nevada, the Cessna about 0915, the Piper about 0950.In a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the CFI of the Cessna reported that while giving the pilot/owner instruction in approach configurations at 6,500 feet mean sea level (msl), on a magnetic heading of 340 degrees, he observed a small dot in front of him, and just prior to impact he saw an approaching airplane; the CFI opined that he thought the pilot/owner had made a slight nose down control input prior to the collision. After assessing the damage to the airplane, which had resulted in a jammed rudder, the CFI contacted the HND air traffic control tower, reported the midair collision, and indicated that he would be returning to HND. The Cessna subsequently landed at HND without further incident. A postaccident examination revealed that the airplane's vertical stabilizer and rudder had sustained substantial damage. In a telephone conversation with the NTSB IIC, the pilot of the Piper stated that he was level on a southwest heading at 6,500 msl level doing engine power checks, and as he initiated, or was already in a left turn, he heard a loud bang. The pilot reported that after the impact, he observed another airplane flying away from his position, and shortly thereafter heard a radio transmission to the HND tower from a pilot indicating that he had been involved in a midair collision, and was returning to HND. The pilot further stated that he subsequently experienced a loss of engine power, after which he elected to land on a dry lake bed. The pilot added that upon landing and during the landing roll, he had no right brake, which was the result of the right main landing gear brake line having been compromised due to the collision. Additionally, fuel was dripping from the right side of the airplane, due to a fuel line having been compromised as a result of the impact with the Cessna. It was also revealed that the right wing's forward wing root area had sustained substantial damage, as well as the left horizontal stabilizer. According to a local Federal Aviation Administration operations aviation safety inspector who interviewed the pilots of both airplanes, the inspector reported thatthe area in which the accident occurred, near the Jean Airport (0LF), Jean, Nevada, is widely used for training. As such, a common practice is for pilots in the area to use the 0LF Common Traffic Advisory Frequency (CTAF) 122.9, while in the area to make position reports, monitor other aircraft, and to continue to do so while operating in the area. The inspector reported that none of the three pilots reported using the 0LF CTAF frequency at any time leading up to the accident; they were monitoring the HND control tower frequency. The FAA Airplane Flying Handbook states, "Collision Avoidance: All pilots must be alert to the potential for midair collision and near midair collision. This concept requires that vigilance shall be maintained at all times, by each person operating an aircraft regardless of whether the operation is conducted under instrument flight rules (IFR) or visual flight rules (VFR). Most midair collision accidents and reported near midair collision incidents occur in good VFR weather conditions, and during the hours of daylight. Most of these accident/incidents occur within 5 miles of an airport, and/or near navigation aids." ## Aircraft 1 - Registration: [N310CD](https://openairdocs.org/deregistered/N310CD-2024-01-10), registration cancelled 2024-01-10, S/N 35853, built 1959 (OpenAirDocs) - Reported make and model: CESSNA 310C (C) - Registry model: [Cessna 310C](https://openairdocs.org/model/cessna-310c) (registry code 2074210) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 35853 - Year built: 1959 - Airframe hours: 2608.8 - Engines: CONT MOTOR IO-470-D 260 horsepower reciprocating; CONT MOTOR IO-470-D 260 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 20, 2015, 1 hours before - Departed: HND, Henderson, NV - Destination: HND, Henderson, NV - Equipment: Stall warning system ## Aircraft 2 - Registration: [N9475N](https://openairdocs.org/deregistered/N9475N-2018-06-04), registration cancelled 2018-06-04, S/N 28R-35192, built 1969 (OpenAirDocs) - Reported make and model: PIPER PA 28R-200 (200) - Registry model: [Piper PA-28R-200](https://openairdocs.org/model/piper-pa-28r-200) (registry code 7102811) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28R-35192 - Year built: 1969 - Airframe hours: 4558.36 - Engines: LYCOMING I0360 SER - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 5, 2015, 52 hours before - Departed: HND, Henderson, NV - Destination: HND, Henderson, NV - Equipment: Auto-pilot, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor, aircraft N310CD; age 56; injuries: none; flight instructor, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review September 16, 2015; seat: right; restraint: lap only; flight hours: 11,349 total, 32 in this make and model, 10,065 as pilot in command, 48 in the last 90 days, 25 in the last 30 days, 2 in the last 24 hours - Pilot, aircraft N310CD; age 45; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review October 30, 2015; seat: left; restraint: lap only; flight hours: 1,600 total, 6 in this make and model, 1,520 as pilot in command, 7 in the last 90 days, 4 in the last 30 days, 1 in the last 24 hours - Pilot, aircraft N9475N; age 59; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review February 8, 2014; seat: left; restraint: 3-point; flight hours: 169 total, 52 in this make and model, 114 as pilot in command, 4 in the last 90 days, 1 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 68 °F, dew point 45 °F - Altimeter: 30.11 inHg - Observed at: HND, 30 nm away ## FAA reports on this event (2) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20151023023082A](https://openairdocs.org/incident/20151023023082A), Oct 23, 2015: Cessna 310C, Primm, NV, Substantial damage. At approximately 1700Z (1000 PDT) two general aviation aircraft collided in flight near Primm, NV, approximately 29 NM ssw of henderson, NV. The collision… - [Accident 20151023019362A](https://openairdocs.org/incident/20151023019362A), Oct 23, 2015: Piper PA-28R-200, Primm, NV, Substantial damage. At approximately 1715Z (1015 PDT) two general aviation aircraft collided in flight near Primm, NV, approximately 29 NM ssw of henderson, NV. The collision… ## Docket (4 files) The files NTSB released with the investigation on March 14, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92220. 6.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 - N310CD (item 1, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449892&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20-%20N310CD-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 - N9475N (item 2, .PDF, 3.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449893&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20-%20N9475N-Master.PDF - Weather Data (item 3, .PDF, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449894&FileExtension=.PDF&FileName=Weather%20Data-Master.PDF - Record of Interview - FAA Inspector Whelan (item 4, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449895&FileExtension=.PDF&FileName=Record%20of%20Interview%20-%20FAA%20Inspector%20Whelan-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.