Cessna 150G and Piper PA-60 mid-air collision near Tyler, Texas, October 19, 1997
On October 19, 1997 at about 10:05 pm local time, 2 aircraft, Cessna 150G (N3916J) and Piper PA-60 (N602RJ), were involved in a mid-air collision near Tyler, Texas (Tyler Pounds Field). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot of the departing Cessna to follow standard departure procedures and his disorientation while navigating to locate a highway. A factor was the failure by both pilots to maintain visual lookout.
The failure of the of pilot of the departing Cessna to follow standard departure procedures and his disorientation while navigating to locate a highway. A factor was the failure of both pilots to maintain visual lookout.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 19, 1997 · about 10:05 pm local time
- Place
- Tyler, Texas · Tyler Pounds Field · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 150G · all 150Gs on the register
- Registration
- N3916J · registry record · serial 15065216
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-60 · all PA-60s on the register
- Registration
- N602RJ · no longer on the register · serial 928-8165051
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 150G final · quoted from the NTSB record
The Piper was inbound for landing and the Cessna was departing the airport and climbing when the two airplanes collided The collision occurred in class D airspace during daylight hours with the visibility reported as 15 miles. The non-federal control tower was manned by one controller who was handling 3 aircraft at the time of the accident. After taking off from runway 22, the Cessna was cleared to depart on a westerly heading. The Cessna pilot intended to drift northeast and intercept highway 64 to follow it to the west. The Cessna pilot missed the highway and drifted too far to the northeast into the final approach course for runway 13. The pilot of the Piper descended his airplane after observing the climbing Cessna at his 2 o'clock position on a collision course. The Cessna pilot pitched his airplane up to avoid the descending Piper. The collision occurred at 1,400 feet MSL, approximately 2 miles northwest of the runway 13. Following the collision, both airplanes landed at the Tyler Airport without further incident. Examination of the airplanes revealed that the top half of the rudder and the vertical stabilizer sustained structural damage on the Piper. Additionally, a section of de-icing boot on the vertical stabilizer was also damaged. The pitot tube, which is installed atop the vertical stabilizer, was knocked off resulting in the loss of airspeed indication in the cockpit. Damage to the Cessna was limited to the nose wheel and tire. According to the Airman's Information Manual, the normal departure procedures is to climb straight ahead to pattern altitude (1,350 feet MSL). If departing the pattern, the airplane should either continue straight out or exit with a 45-degree left turn beyond the departure end of the runway after reaching pattern altitude.
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 Piper PA-60 final · quoted from the NTSB record
The Piper was inbound for landing and the Cessna was departing the airport and climbing when the two airplanes collided The collision occurred in class D airspace during daylight hours with the visibility reported as 15 miles. The non-federal control tower was manned by one controller who was handling 3 aircraft at the time of the accident. After taking off from runway 22, the Cessna was cleared to depart on a westerly heading. The Cessna pilot intended to drift northeast and intercept highway 64 to follow it to the west. The Cessna pilot missed the highway and drifted too far to the northeast into the final approach course for runway 13. The pilot of the Piper descended his airplane after observing the climbing Cessna at his 2 o'clock position on a collision course. The Cessna pilot pitched his airplane up to avoid the descending Piper. The collision occurred at 1,400 feet MSL, approximately 2 miles northwest of the runway 13. Following the collision, both airplanes landed at the Tyler Airport without further incident. Examination of the airplanes revealed that the top half of the rudder and the vertical stabilizer sustained structural damage on the Piper. Additionally, a section of de-icing boot on the vertical stabilizer was also damaged. The pitot tube, which is installed atop the vertical stabilizer, was knocked off resulting in the loss of airspeed indication in the cockpit. Damage to the Cessna was limited to the nose wheel and tire. According to the Airman's Information Manual, the normal departure procedures is to climb straight ahead to pattern altitude (1,350 feet MSL). If departing the pattern, the airplane should either continue straight out or exit with a 45-degree left turn beyond the departure end of the runway after reaching pattern altitude.
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 150G from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 375 hours in all; 4 in this make and model; 10 in the last 90 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: TYR at 10:02 pm
- Destination: OKC Oklahoma City OK
- Flight plan: none
- Runway 13, 5,200 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 9:47 pm from TYR, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Piper PA-60 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,133 hours in all; 1,171 in this make and model; 129 in the last 90 days; 54 in the last 30 days; 3,941 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,971 hours
- Last inspection: annual inspection, April 18, 1997; 267 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-U2A (piston); 0 hours total
The flight
- Departed from: DTN Denton TX at 9:30 pm
- Destination: TYR
- Flight plan: none
- Runway 13, 5,200 ft by 150 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.