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Accidents · NTSB OPS17IA021 · Final report

Cessna 172S and Piper PA 32R-301 incident near New Orleans, Louisiana, May 9, 2017

On May 9, 2017 at about 9:30 pm local time, 2 aircraft, Cessna 172S (N520ER) and Piper PA 32R-301 (N43WW), were involved in the same incident near New Orleans, Louisiana (Lakefront airport). The NTSB record does not give the injuries. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

The air traffic controller not following Federal Aviation Administration directives to establish sequencing and spacing between aircraft operating to the same runway.
The air traffic controller not following Federal Aviation Administration directives to establish sequencing and spacing between aircraft operating to the same runway.

Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.

What the record shows

Date
May 9, 2017 · about 9:30 pm local time · cases in 2017
Place
New Orleans, Louisiana · Lakefront · cases near this airport · map
Type
Incident
Injuries
The NTSB record does not give the injuries.
Weather
visual conditions (good weather)
Aircraft 1
Cessna 172S S, built 2001 · all 172Ss on the register
Registration
N520ER · registry record · serial 172S8923
Damage
Not recorded
Flight
Personal flight · general aviation rules (Part 91)
Aircraft 2
Piper PA 32R-301 301, built 1981 · all PA 32R-301s on the register
Registration
N43WW · registry record · serial 32R-8113048
Damage
Not recorded
Flight
Personal flight · general aviation rules (Part 91)

The NTSB's narrative for the Cessna 172S final · quoted from the NTSB record

The incident sequence began after N43WW departed runway 36 right and was instructed to enter right closed traffic and N520ER reported east of the Lakefront Airport for landing. The air traffic control services provided by the control tower operator caused the incident. The services provided during the sequencing and spacing of the two aircraft landing on the runway were not in accordance with the Federal Aviation Administration Joint Order (FAA JO) 7110.65, Air Traffic Control, directives. When the pilot of the N520ER reported 6.5 nautical miles east of the airport, the air traffic controller instructed the pilot to enter a right base for runway 36 right. N43WW was already established in the downwind for runway 36 right, both aircraft were maneuvering for runway 36R and no instruction or traffic advisories were issued by ATC to ensure sequencing and spacing to the runway. The pilot of N520ER initiated a go around and subsequently overflew N43WW which was on landing rollout on the runway. The closest proximity between the two aircraft on final approach was estimated to be about 516 feet. The FAA JO 7110.65, Air Traffic Control, paragraph 3-8-1 requires air traffic controllers to establish a sequence of landing traffic to avoid collisions at the runway and to ensure proper spacing. Additionally, when the conflict alert activated, the controller did not issue a required safety alert or traffic advisory for the conflict.

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 32R-301 final · quoted from the NTSB record

The incident sequence began after N43WW departed runway 36 right and was instructed to enter right closed traffic and N520ER reported east of the Lakefront Airport for landing. The air traffic control services provided by the control tower operator caused the incident. The services provided during the sequencing and spacing of the two aircraft landing on the runway were not in accordance with the Federal Aviation Administration Joint Order (FAA JO) 7110.65, Air Traffic Control, directives. When the pilot of the N520ER reported 6.5 nautical miles east of the airport, the air traffic controller instructed the pilot to enter a right base for runway 36 right. N43WW was already established in the downwind for runway 36 right, both aircraft were maneuvering for runway 36R and no instruction or traffic advisories were issued by ATC to ensure sequencing and spacing to the runway. The pilot of N520ER initiated a go around and subsequently overflew N43WW which was on landing rollout on the runway. The closest proximity between the two aircraft on final approach was estimated to be about 516 feet. The FAA JO 7110.65, Air Traffic Control, paragraph 3-8-1 requires air traffic controllers to establish a sequence of landing traffic to avoid collisions at the runway and to ensure proper spacing. Additionally, when the conflict alert activated, the controller did not issue a required safety alert or traffic advisory for the conflict.

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 172S from the NTSB's investigation tables, in plain English

What happened, in order

  1. Air traffic event during approach (VFR pattern final)
  2. Air traffic event during approach (VFR go-around) defining event

The NTSB's findings

  • cause Personnel issues › Action/decision › Action › Lack of action › ATC personnel

The aircraft

  • Last inspection: inspection type not recorded
  • Maximum gross weight: 2,299 lb
  • Landing gear: fixed
  • Engine: Lycoming I0360 SER A&C (piston); 0 hours total

The flight

  • Destination: NEW New Orleans LA
  • Flight plan: VFR
  • Runway 36R, 3,697 ft by 75 ft

Weather at the time

  • Light: daylight
  • Wind: from 340° at 8 knots
  • Visibility: 10 statute miles
  • Sky: a few clouds at 4,900 ft
  • Temperature: 82°F (28°C), dew point 64°F (18°C)
  • Altimeter: 30.06 inHg

The factual record for the Piper PA 32R-301 from the NTSB's investigation tables, in plain English

What happened, in order

  1. Air traffic event during landing

The NTSB's findings

  • cause Personnel issues › Action/decision › Action › Lack of action › ATC personnel

The aircraft

  • Last inspection: inspection type not recorded
  • Landing gear: fixed
  • Engine: Lycoming IO-540 SER (piston); 0 hours total

The flight

  • Departed from: NEW New Orleans LA
  • Destination: NEW New Orleans LA
  • Flight plan: none
  • Runway 36R, 3,697 ft by 75 ft

Documents from the investigation the NTSB's docket: the evidence folder behind the report

The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.

Other NTSB records under N520ER the same tail number, which may have belonged to a different aircraft at the time

2005-04-12LAX05CA137 · accident near Gallup, NM · substantial damage · no injuries

Connections how this case links to the rest of the register

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The whole map of how records connect · these connections as data: /graph/accident/OPS17IA021.json.

The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.

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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.