Jennings, LA, USA
N8120K
Gulfstream-Schweizer G-164D
N7878F
Cessna 150F
While on final approach to landing at an uncontrolled airport, a G-164D agricultural biplane collided on short final with a high-wing Cessna 150F at an altitude of approximately 15 feet above the runway. The 20,709-hour pilot of the G-164D reported that he entered a right downwind for the runway at an altitude of approximately 500 feet agl and did not observe any traffic in the area while on downwind, base, or final approach. The pilot added that the G-164D was not equipped with a 2-way radio. The 25,000-hour pilot of the 150F reported that after completing a pipeline patrol flight approximately three miles west of 3R7 at an altitude of approximately 300 feet agl, he observed no traffic within the vicinity of the airport. The pilot added that he was monitoring the common traffic advisory frequency for the airport; however, he did not make any position reports.
On May 24, 2005, approximately 1620 central daylight time, a Gulfstream-Schweizer G-164D turbine powered agricultural bi-plane, N8120K, and a Cessna 150F single-engine high wing airplane, N7878F, collided in-flight while on final approach to Runway 17 at the Jennings Airport (3R7), near Jennings, Louisiana. Both airplanes sustained substantial damage. The G-164D was registered to and operated by Ag Aviation, of Welsh, Louisiana. The 150F was registered to and operated by Aero Optics Inc., of Leland, Mississippi. The commercial pilot, sole occupant of the G-164D, and the commercial pilot, sole occupant of the 150F, were not injured. Visual meteorological conditions prevailed, and flight plans were not filed for either flight. The G-164D was operating under 14 Code of Federal Regulations (CFR) Part 91 as a positioning flight and the 150F was operating under 14 CFR Part 91 as an aerial observation flight. The cross-county flight for the G-1654D originated from a private airstrip near Roanoke, Louisiana, at 1545, destined for 3R7. The 143-nautical mile cross-country flight for the 150F originated from Panola County Airport (4F2), near Carthage, Texas, approximately 1300, destined for 3R7. A written witness statement was obtained by the NTSB investigator-in-charge (IIC) from an individual located on the ramp of the airport. The witness reported that he observed the Cessna 150F on final approach to Runway 17 and noticed the G-164D on a right downwind for the same runway. The witness stated that the G-164D turned from downwind to final and slowly overtook the 150F. Subsequently, both airplanes collided "a few feet off the ground" and impacted the ground. The 20,709-hour pilot of the G-164D reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that he was at an altitude of approximately 500 feet above ground level (agl), on a right downwind leg for Runway 17 until crossing Intersate Highway 10 (I-10) about three miles west of 3R7. While turning onto the base leg for Runway 17, the pilot did not observe any traffic in the vicinity of 3R7. At about three quarters of a mile north of the airport, the pilot turned onto final for Runway 17. At an altitude of approximately 50-60 feet, the pilot reported reducing power as he initiated his landing flare. The pilot stated that he observed white wings on either side of the airplane fuselage and in front of the lower wing just prior to the collision. Subsequently, both airplanes impacted the ground and veered to the left, exiting the runway. The pilot added that the G-164D was not equipped with a two-way radio. During a telephone interview with a representative from the NTSB, the 25,000-hour pilot of the Cessna 150F reported that after completing a pipeline patrol flight approximately three miles west of 3R7, he crossed I-10 and started to look for traffic while entering an extended right base for runway 17. During the approach to landing, the pilot reported that he monitored the Common Traffic Advisory Frequency (CTAF); however, he did not hear any additional traffic in the area, nor he announced his intentions or position in the landing pattern. The pilot stated that as he started the landing flare, he heard a loud bang followed by the airplane impacting the ground. Examination of the Cessna 150F by an Federal Aviation Administration (FAA) inspector, who responded to the accident site, revealed that the 150F came to rest underneath the fuselage and wings of the larger G-164D. The empennage aft of the cockpit to the vertical stabilizer was crushed. Both flaps were wrinkled throughout their span. The top portion of the engine was shredded from the propeller flange to the starter. Examination of the G-164D revealed that the airplane sustained substantial damage to the fuselage. All three propeller blade tips were bent. The Jennings Airport is an non-towered airport operating under Class G airspace. Runway 17/35 is a 2,000-foot long by 150-foot wide turf runway. According to the Airport/Facility Directory, the published traffic pattern for Runway 17 is a non-standard right hand traffic pattern. The unmonitored and unrecorded CTAF for the airport is 122.8 mhz.
The failure of both pilot's to maintain an adequate visual lookout, which resulted in a midair collision on final approach.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
