Cessna 150F and Cessna 150F mid-air collision near Alexandria, Louisiana, October 10, 2009
On October 10, 2009 at about 7:40 pm local time, 2 aircraft, Cessna 150F (N8642S) and Cessna 150F (N8072F), were involved in a mid-air collision near Alexandria, Louisiana (Pineville Municipal airport). 2 people were killed, 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the wingman to maintain proper separation from the lead airplane during formation maneuvers. Contributing to the accident was lead's abrupt right bank and both pilots' lack of formation training.
Failure of the wingman to maintain proper separation from the lead airplane during formation maneuvers. Contributing to the accident was lead's abrupt right bank and both pilots' lack of formation training.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 10, 2009 · about 7:40 pm local time
- Place
- Alexandria, Louisiana · Pineville Municipal · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed, 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 150F · all 150Fs on the register
- Registration
- N8642S · no longer on the register · serial 15061942
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 150F · all 150Fs on the register
- Registration
- N8072F · no longer on the register · serial 15064172
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 150F final · quoted from the NTSB record
Two airplanes departed as a formation to perform a low pass followed by a full-stop landing at the destination airport. Both pilots had flown formation together, but neither were formally trained. After performing the low pass, the formation began a climb to enter the downwind pattern to land. The wingman was positioned slightly aft and below lead and to the right, spaced approximately 100 feet. The lead radioed his intention to start a right turn. The wingman was not comfortable with his position in relation to lead so he radioed that lead should not turn "too hard" to the right. Following the radio call the lead airplane was observed to enter a 45-degree right-bank turn. The wingman initiated a climb and rolled to the right in an attempt to obtain spacing away from the lead; the airplanes then collided. A photo from a photographer depicted the post-collision sequence. The lead's airplane was damaged to the extent that controlled flight would not have been possible, with a missing vertical fin and a structurally damaged right wing. The wingman's airplane engine stopped following impact of the wingman's propeller with the wing spar of the lead's airplane. Both airplanes impacted a heavily wooded area. An examination of both airplanes and engines did not reveal any preimpact anomalies. A Federal Aviation Administration (FAA) Advisory Circular AC 90-48B, Pilot's Role in Collision Avoidance, cautions general aviation pilots of several key points of flying in formation to include "avoid attempting formation flight without having obtained instruction and attained the skill necessary for conducting such operations." Toxicology findings performed on the lead pilot were consistent with recent use of two different prescription muscle relaxants. The investigation could not determine whether sedation from the use of those medications or distraction from the condition for which he was taking them may have impaired the pilot’s decision-making on the day of the accident.
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 150F final · quoted from the NTSB record
Two airplanes departed as a formation to perform a low pass followed by a full-stop landing at the destination airport. Both pilots had flown formation together, but neither were formally trained. After performing the low pass, the formation began a climb to enter the downwind pattern to land. The wingman was positioned slightly aft and below lead and to the right, spaced approximately 100 feet. The lead radioed his intention to start a right turn. The wingman was not comfortable with his position in relation to lead so he radioed that lead should not turn "too hard" to the right. Following the radio call the lead airplane was observed to enter a 45-degree right-bank turn. The wingman initiated a climb and rolled to the right in an attempt to obtain spacing away from the lead; the airplanes then collided. A photo from a photographer depicted the post-collision sequence. The lead's airplane was damaged to the extent that controlled flight would not have been possible, with a missing vertical fin and a structurally damaged right wing. The wingman's airplane engine stopped following impact of the wingman's propeller with the wing spar of the lead's airplane. Both airplanes impacted a heavily wooded area. An examination of both airplanes and engines did not reveal any preimpact anomalies. A Federal Aviation Administration (FAA) Advisory Circular AC 90-48B, Pilot's Role in Collision Avoidance, cautions general aviation pilots of several key points of flying in formation to include "avoid attempting formation flight without having obtained instruction and attained the skill necessary for conducting such operations." Toxicology findings performed on the lead pilot were consistent with recent use of two different prescription muscle relaxants. The investigation could not determine whether sedation from the use of those medications or distraction from the condition for which he was taking them may have impaired the pilot’s decision-making on the day of the accident.
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 150F from the NTSB's investigation tables, in plain English
What happened, in order
- Abrupt maneuver during maneuvering
- Midair collision during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- factor Personnel issues › Experience/knowledge › Training › (general) › Pilot
- factor Personnel issues › Experience/knowledge › Training › (general) › Pilot of other aircraft
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Incorrect use/operation
- factor Personnel issues › Action/decision › Action › (general) › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 555 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,899 hours
- Last inspection: annual inspection, March 8, 2009; 26 hours since
- Maximum gross weight: 1,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor 0-200-A (piston); 0 hours total
The flight
- Departed from: ESF Alexandria LA at 7:35 pm
- Destination: 2L0 Alexandria LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 070° at 4 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,300 ft
- Temperature: 66°F (19°C), dew point 61°F (16°C)
- Altimeter: 30.07 inHg
- Observation at 7:53 pm from AEX, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
The factual record for the Cessna 150F from the NTSB's investigation tables, in plain English
What happened, in order
- Midair collision during maneuvering
- Loss of control in flight during emergency descent defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- factor Personnel issues › Action/decision › Action › (general) › Pilot of other aircraft
- factor Personnel issues › Experience/knowledge › Training › (general) › Pilot
- factor Personnel issues › Experience/knowledge › Training › (general) › Pilot of other aircraft
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 886 hours in all; 536 in this make and model; 11 in the last 90 days; 3 in the last 30 days
- Last flight review: August 26, 2008
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,330 hours
- Last inspection: annual inspection, March 5, 2009; 35 hours since
- Maximum gross weight: 1,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor 0-200-A (piston); 0 hours total
The flight
- Departed from: ESF Alexandria LA at 7:35 pm
- Destination: 2L0 Alexandria LA
- Flight plan: none
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.
Other NTSB records under N8642S the same tail number, which may have belonged to a different aircraft at the time
1996-03-02FTW96LA142 · accident near Jasper, TX · minor damage · serious injuries
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.