# NTSB FTW94FA123: SIAI-Marchetti F.260C, N14FD, Watson, AR, April 17, 1994 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: April 17, 1994, 18:50 local (23:50 UTC) - Place: Watson, AR - Coordinates: 33.890933, -91.249938 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.8909&lon=-91.2499&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report December 7, 1994 - Report: Approved by Office Director - NTSB case key (mKey): 18891 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW94FA123 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/18891/pdf - Page: https://openairdocs.org/ntsb/FTW94FA123 ## Probable cause THE PILOT'S FAILURE TO MAINTAIN ADEQUATE CLEARANCE FROM WIRES DURING LOW LEVEL FLIGHT WHICH RESULTED IN A SEVERED AILERON CABLE. FACTORS WERE THE PILOT'S FAILURE TO MAINTAIN ADEQUATE ALTITUDE DURING THE FLIGHT AND HIS INABILITY TO CONTROL THE AIRPLANE FOLLOWING THE WIRE STRIKE. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, maneuvering - altitude - inadequate, pilot in command (contributing factor) - object - wire,transmission - clearance - not maintained, pilot in command (cause) - Loss of control - in flight, maneuvering - flt control syst,aileron control cable/rod - smoke (cause) - aircraft control - not possible, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis THE PILOT WAS FLYING LOW LEVEL BETWEEN TWO SPANS OF AN OPEN RAILROAD TRESTLE WHICH SPANNED THE ARKANSAS RIVER WHEN HE COLLIDED WITH WIRES MOUNTED ON TOP OF THE TRESTLE. THE WIRE STRIKE RESULTED IN THE SEVERING OF THE RIGHT AILERON CABLE AND AN ENSUING LOSS OF CONTROL. THE AIRPLANE SUBSEQUENTLY HIT THE GROUND IN A LEFT WING LEADING, NOSE DOWN ATTITUDE, AND BURNED. THIS WAS A FLIGHT OF TWO AIR COMBAT DEMONSTRATION PILOTS REPOSITIONING TO THEIR HOME BASE. THE ACCIDENT AIRPLANE WAS NUMBER TWO. NUMEROUS WITNESSES IN THE AREA REPORTED SEEING THE AIRPLANES FLYING AT 50 TO 200 FEET AGL, CHASING EACH OTHER WITH LITTLE SEPARATION. ## Factual narrative HISTORY OF FLIGHT On April 17, 1994, at 1850 central daylight time, a Siai Marchetti F.260C, N14FD, was destroyed when it struck the ground in a pasture near Watson, Arkansas and burned. The airplane, owned by Mr. Mike Blackstone and operated by Air Combat USA, and flown by a ATP pilot, was the number two airplane in a flight of two on a cross country positioning flight. There was no flight plan filed and visual meteorological conditions prevailed. The pilot, the sole occupant, received fatal injuries. Both pilots were employed by a company that specialized in offering simulated air combat flights. The two airplanes had operated at an air show in San Antonio, Texas, over the weekend. The flight leader was interviewed in person on the morning following the accident. According to the leader, who was flying a similar airplane, the flight departed San Antonio, refueled in Shreveport, Louisiana, and was en route to their home base in West Memphis, Arkansas. He stated that after takeoff from Shreveport, they climbed to 5,500 feet MSL, then later descended to 1,500 feet because of increasing head winds. According to recorded radar data from Shreveport ATC, after departure, the airplanes climbed to 3,600 feet MSL and leveled off. The last radar hit was recorded at 1756, with the airplanes level at 3,600 feet, 47 miles northeast of Barksdale AFB, on a heading of 065 degrees. The surviving pilot stated that they were en route at 1,500 feet AGL in loose trail formation with a mile separation, when the second pilot called on their air to air frequency and stated "this is not good, I'm going to try to make that field." The lead pilot stated that he turned 90 degrees in time to see a fireball erupt. He further stated that he then circled at altitude until he was sure that emergency equipment was on the way and then flew to Dumas, Arkansas, where he landed and reported to law enforcement authorities. Later in the investigation, the flight leader stated in a written statement that "a couple of times over sparsely populated areas I dropped down to lower altitudes but at all times abiding by FAR 91.119." He further said that "I cannot speak for the mishap pilot. He flew down at lower altitudes also, but exactly how low I don't know." WITNESSES Numerous witnesses in the area reported to law enforcement officers that they observed two military style airplanes flying in the area and doing air combat maneuvers at altitudes of between 50 and 200 feet AGL. The airplanes were distinctive due to their silver paint and orange fluorescent painted tip tanks. A witness, who lived at the hunting club and turned in the accident to the Dumas 911 emergency operator, stated that following the accident, the second airplane continued to circle the area and made several low passes over the accident site, at altitudes of between 10 and 30 feet above the tops of the trees. PERSONNEL INFORMATION The pilot had flown with Air Combat U.S.A, as an aerial combat demonstration pilot, for about one month prior to the accident. During that time, he had accumulated about 58 hours total time in the accident make and model. It was also determined that he flew Douglas DC-9B transport aircraft for the U.S. Navy Reserve out of Memphis. During the investigation, it was rumored that the pilot was a diabetic. There was no evidence to substantiate the rumor. At the time of the accident, he held a current Class I medical certificate from the FAA and a current Class II medical and a clearance slip from his reserve unit's flight surgeon. AIRCRAFT INFORMATION The airplane was certificated in the Normal, Utility, and Acrobatic categories, depending on the gross weight it was operating at. A review of the airplane's maintenance records did not reveal any outstanding deficiencies and the last maintenance performed had been the replacement of the manifold pressure gauge while the airplane was in San Antonio. The airplane had been topped off with 100LL aviation fuel prior to departure from Shreveport and had no other service. It was within the prescribed limits for weight and center of gravity at the time of the accident. COMMUNICATIONS The airplanes did not communicate with air traffic control after they departed the control area at Shreveport. According to the flight leader, they were in communication with each other throughout the flight. He stated that the second pilot had not reported any discrepancies in his airplane or any emergency conditions until the point where he said "This is not good. I am going to try and make that field." WRECKAGE AND IMPACT INFORMATION The airplane crashed on the property of the Yankopin Hunting Club, in an open oat field that had once contained a 2,200 foot private sod strip that, according to property owners, had not been used in several years, but was still visible from the air. Orange fluorescent paint and red navigation lens material was found in the bottom of the initial impact gouge. Ground scars and imprints led from the initial impact point, 20 feet, to the main impact crater which was measured at 8 feet in diameter and about 18 inches deep. The main wreckage was located 18 feet to the southeast of the main crater and had come to rest on a measured heading of 030 degrees. All of the airplane flight controls were accounted for at the accident site. The left wing was found separated in two places; one at mid-span, at the aileron/flap gap and at the outboard section near the left tip tank attachment. The right wing remained attached to the fuselage and was found intact, except for fire damage, with the control surfaces attached. The right tip tank was found attached; however, the welded seams had separated. The empennage survived the fire and all of its flight control surfaces remained attached. The right horizontal stabilizer and elevator were found bent upward at mid-span. Flight control continuity was established from the cockpit to all of the surfaces on the empennage. In addition, continuity was established to the left aileron and the carry through cable. The right cable was found separated. The length of the separated cable outboard from the cockpit corresponded to a point where a serrated cut was found in the leading edge of the right wing. The cut was located about 18 inches outboard of the wing tank filler cap. In addition to the serrated cut through the leading edge skin, back to the forward spar, scrape marks were found inboard of the cut and led up to the cut. At their initial point, the scrape marks were faint and then progressed deeper into the leading edge skin up to the point of the cut. The engine remained attached to its mounts and the fire wall, but was bend downward. The propeller had separated and was found under the engine. Examination of the blades revealed a smooth rounded nick in the leading edge of one blade. This blade was twisted and curled. Another blade was found curled forward. According to the flight leader, the mishap pilot was flying from the right seat as was his normal habit. He was not wearing either his helmet or his parachute. The right seat was found separated and was found on the right wing walk area. The single piece canopy was found separated and outside of the fire pattern. No cut or downed wires were located in the vicinity of the accident site and inquiries to the public utility services revealed that there had been no complaints of service interruption in the general area around the accident site. The accident site was located about 2.5 nautical miles south of an old Union Pacific railroad trestle that crossed the Arkansas River. The trestle had been taken out of service for several years and had been rotated 90 degrees to the normal tracks allowing free water access up and down the river. The old telegraph and other lines had not been removed from the top of the trestle when it was decommissioned. During the investigation, ## Aircraft - Registration: [N14FD](https://openairdocs.org/deregistered/N14FD-1997-03-06), registration cancelled 1997-03-06, S/N 235 (OpenAirDocs) - Reported make and model: SIAI-Marchetti F.260C - Registry model: [Siai-Marchetti SF260](https://openairdocs.org/model/siai-marchetti-sf260) (registry code 8121208) (OpenAirDocs) - Category: Airplane - Serial number: 235 - Airframe hours: 4982 - Engines: LYCOMING O-540-E4A5 260 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Positioning, Part 91 - Registered owner: Blackstone, Mike E. - Airworthiness certificate: Standard, Aerobatic; Standard, Normal; Standard, Utility - Last inspection: Annual, January 25, 1994, 303 hours before - Departed: SHV, SHREVEPORT, LA - Destination: AWM, WEST MEMPHIS, AR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 32; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: right; toxicology performed; flight hours: 1,734 total, 58 in this make and model, 1,644 as pilot in command, 75 in the last 90 days, 75 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 5 knots - Visibility: 15 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 43 °F - Altimeter: 30.00 inHg - Observed at: PBF, 48 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19940417007849A](https://openairdocs.org/incident/19940417007849A), Apr 17, 1994: Mrchti SF260, Watson, AR, Destroyed, 1 fatal. Flight of two air demo combat aircraft flying under railroad trestle, one collided with wires. Crashed and burned. From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.