Air Tractor AT-502 and Schweizer G-164B mid-air collision near Deerpark, Louisiana, August 15, 2000
On August 15, 2000 at about 6:30 pm local time, 2 aircraft, Air Tractor AT-502 (N9136U) and Schweizer G-164B (N944QC), were involved in a mid-air collision near Deerpark, Louisiana (F L Braughton airport). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
the failure of both pilots to maintain a visual outlook during landing approach. A contributing factor was both pilot's failure to follow recommended traffic patterns.
the failure of both pilots to maintain a visual outlook during landing approach. A contributing factor was both pilot's failure to follow recommended traffic patterns.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 15, 2000 · about 6:30 pm local time
- Place
- Deerpark, Louisiana · F L Braughton · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Air Tractor AT-502
- Registration
- N9136U · registry record · serial 502-0204
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
- Aircraft 2
- Schweizer G-164B
- Registration
- N944QC · no longer on the register · serial 697B
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative for the Air Tractor AT-502 final · quoted from the NTSB record
The Air Tractor was on a straight-in approach for a north landing. The Schweizer had made a base leg from the west over high power lines and trees for a north landing. The Air Tractor was about 60 feet agl when the Schweizer impacted the top of its fuselage, aft of the cockpit. Both airplanes impacted the ground together about a quarter mile short of the runway. A fire destroyed both airplanes. FAA AC 90-66A, Recommended Standard Traffic Patterns And Practices for Aeronautical Operations At Airports Without Operating Control Towers, states in paragraph 8c, that "arriving aircraft should be at the appropriate traffic pattern altitude before entering the traffic pattern. Entry to the downwind leg should be at a 45 degree angle abeam the midpoint of the runway." The operator reported that communication at the privately owned airport is by FM radio. The Air Tractor was not equipped with an FM radio.
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 Schweizer G-164B final · quoted from the NTSB record
The Air Tractor was on a straight-in approach for a north landing. The Schweizer had made a base leg from the west over high power lines and trees for a north landing. The Air Tractor was about 60 feet agl when the Schweizer impacted the top of its fuselage, aft of the cockpit. Both airplanes impacted the ground together about a quarter mile short of the runway. A fire destroyed both airplanes. FAA AC 90-66A, Recommended Standard Traffic Patterns And Practices for Aeronautical Operations At Airports Without Operating Control Towers, states in paragraph 8c, "arriving aircraft should be at the appropriate traffic pattern altitude before entering the traffic pattern. Entry to the downwind leg should be at a 45 degree angle abeam the midpoint of the runway." The operator reported that communication at the privately owned airport is by FM radio. The Air Tractor was not equipped with an FM radio.
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 Air Tractor AT-502 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 3,000 hours in all; 500 in this make and model; 300 in the last 90 days; 150 in the last 30 days; 2,800 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,983 hours
- Last inspection: 100-hour inspection, July 29, 2000; 50 hours since
- Maximum gross weight: 9,200 lb
- Seats: 1
- Landing gear: fixed
- Engine: P&W PT6-34 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: NONE at 4:45 pm
- Flight plan: none
- Runway 18, 3,000 ft by 30 ft
Weather at the time
- Light: dawn
- Wind: from 180° at 6 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 208°F (98°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Schweizer G-164B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Flight time: 15,364 hours in all; 1,350 in this make and model; 15,200 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 4,629 hours
- Last inspection: 100-hour inspection, December 31, 1999; 567 hours since
- Maximum gross weight: 7,020 lb
- Seats: 1
- Landing gear: fixed
- Engine: Garrett TPE331-1012 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: NONE
- Flight plan: none
- Runway 18, 3,000 ft by 30 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number FTW00LA233.