Gulfstream-Schweizer G-164D and Cessna 150F mid-air collision near Jennings, Louisiana, May 24, 2005
On May 24, 2005 at about 9:20 pm local time, 2 aircraft, Gulfstream-Schweizer G-164D (N8120K) and Cessna 150F (N7878F), were involved in a mid-air collision near Jennings, Louisiana (Jennings Municipal Aiport airport). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of both pilot's to maintain an adequate visual lookout, which resulted in a midair collision on final approach.
The failure of both pilots to maintain adequate visual lookout, which resulted in a midair collision while on final approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 2005 · about 9:20 pm local time
- Place
- Jennings, Louisiana · Jennings Municipal Aiport · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Gulfstream-Schweizer G-164D
- Registration
- N8120K · no longer on the register · serial 6D
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 150F · all 150Fs on the register
- Registration
- N7878F · no longer on the register · serial 150-63978
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative for the Gulfstream-Schweizer G-164D final · quoted from the NTSB record
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.
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
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.
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 Gulfstream-Schweizer G-164D from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 20,709 hours in all; 4,472 in this make and model; 85 in the last 90 days; 19,913 as pilot in command
- Last flight review: December 1, 2004
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 8,443 hours
- Last inspection: annual inspection, March 1, 2005; 84.5 hours since
- Maximum gross weight: 6,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney PT6A-15AG (turboprop); 0 hours total
The flight
- Departed from: Roanoke LA at 8:45 pm
- Destination: 3R7 Jennings LA
- Flight plan: none
- Runway 17, 2,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 9 knots, gusting 14
- Visibility: 10 statute miles
- Sky: scat at 4,700 ft
- Temperature: 93°F (34°C), dew point 72°F (22°C)
- Altimeter: 29.82 inHg
- Observation at 8:55 pm from CWF, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 150F from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 25,000 hours in all; 13,000 in this make and model; 275 in the last 90 days; 75 in the last 30 days
- Last flight review: August 1, 2003
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: 100-hour inspection; 50 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental 0-200 (piston); 0 hours total
The flight
- Departed from: 4F2 Carthage TX at 6:00 pm
- Destination: 3R7 Jennings LA
- Flight plan: none
- Runway 17, 2,000 ft by 150 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.