# NTSB FTW96FA234: Fairchild KR-31, N7780, Bartlesville, OK, June 1, 1996 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 1, 1996, 14:12 local (19:12 UTC) - Place: Bartlesville, OK - Coordinates: 36.730869, -96.070533 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=36.7309&lon=-96.0705&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 4 fatal - Status: Completed, report February 2, 1998 - Report: Approved by Office Director - NTSB case key (mKey): 19643 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW96FA234 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/19643/pdf - Page: https://openairdocs.org/ntsb/FTW96FA234 ## Probable cause (aircraft 2) The failure of each pilot-in-command to maintain visual lookout. Factors were: the lack of each pilot-in-command obtaining/maintaining communication with the control tower, and inadequate lookout by each pilot-rated passenger, the inadequate procedures/directives by the biplane association management and the airport management, and inadequate supervision by the Federal Aviation Administration. ## Probable cause (aircraft 1) The failure of each pilot-in-command to maintain visual lookout. Factors were: the lack of each pilot-in-command obtaining/maintaining communication with the control tower, and inadequate lookout by each pilot-rated passenger, the inadequate procedures/directives by the biplane association management and the airport management, and inadequate supervision by the Federal Aviation Administration. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Midair collision, approach - vfr pattern - base turn - visual lookout - not maintained, pilot in command (cause) - visual lookout - not maintained, pilot of other aircraft (cause) - visual lookout - inadequate, pilot passenger (contributing factor) - communications - not obtained/maintained, pilot in command (contributing factor) - communications - not obtained/maintained, pilot of other aircraft (contributing factor) - supervision - inadequate, faa(other/organization) (contributing factor) - condition(s)/step(s) insufficiently defined, faa(other/organization) (contributing factor) - procedures/directives - inadequate, company/operator management (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - Midair collision, approach - vfr pattern - base turn - visual lookout - not maintained, pilot in command (cause) - visual lookout - not maintained, pilot of other aircraft (cause) - visual lookout - inadequate, pilot passenger (contributing factor) - communications - not obtained/maintained, pilot in command (contributing factor) - communications - not obtained/maintained, pilot of other aircraft (contributing factor) - supervision - inadequate, faa(other/organization) (contributing factor) - condition(s)/step(s) insufficiently defined, faa(other/organization) (contributing factor) - procedures/directives - inadequate, company/operator management (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis (aircraft 2) Both the Fairchild KR-31, N7780, and the Waco QCF, N12428, were occupied by a PIC and a pilot-rated passenger. Witnesses observed both biplanes collide at the downwind/base position and descend uncontrolled to the ground. Left wing portions from each biplane were found at the initial impact site. The lower left wing outboard section of the Waco was found between the left wings of the Fairchild. The Fairchild did not have an electrical system. The Waco was equipped with navigation lights and an electrical system; however, the type and status of avionics equipment could not be determined due to the postimpact fire damage. A light gun was available in the temporary control tower; however, it was not being used at the time of the collision, and neither biplane was in communication with the tower in Class D airspace. An ATC letter to the airport indicated that ATC would separate arriving and departing traffic, with ground movement by airport management, operators and pilots, with safety items/factors brought to the attention of ATC prior to the operation of the tower. The biplane association and the airport representatives stated that the tower was a 'control tower' and applicable control airspace procedures were expected by ATC and the pilots. Neither the NBA nor the airport had established rigid communication, routing and altitude procedures for the fly-by period, and pilot briefings were not conducted. In tension with the Federal Aviation Act of 1958, the Federal Aviation Administration did not offer and/or provide the NBA and airport authorities with clearly delineated insight and guidance that fostered the safest use of the airspace during the fly-in. ## Analysis (aircraft 1) Both the Fairchild KR-31, N7780, and the Waco QCF, N12428, were occupied by a PIC and a pilot-rated passenger. Witnesses observed both biplanes collide at the downwind/base position and descend uncontrolled to the ground. Left wing portions from each biplane were found at the initial impact site. The lower left wing outboard section of the Waco was found between the left wings of the Fairchild. The Fairchild did not have an electrical system. The Waco was equipped with navigation lights and an electrical system; however, the type and status of avionics equipment could not be determined due to the postimpact fire damage. A light gun was available in the temporary control tower; however, it was not being used at the time of the collision, and neither biplane was in communication with the tower in Class D airspace. An ATC letter to the airport indicated that ATC would separate arriving and departing traffic, with ground movement by airport management, operators and pilots, with safety items/factors brought to the attention of ATC prior to the operation of the tower. The biplane association and the airport representatives stated that the tower was a 'control tower' and applicable control airspace procedures were expected by ATC and the pilots. Neither the NBA nor the airport had established rigid communication, routing and altitude procedures for the fly-by period, and pilot briefings were not conducted. In tension with the Federal Aviation Act of 1958, the Federal Aviation Administration did not offer and/or provide the NBA and airport authorities with clearly delineated insight and guidance that fostered the safest use of the airspace during the fly-in. ## Factual narrative (aircraft 2) SEE NARRATIVE FOR FTW96FA234A. ## Factual narrative (aircraft 1) HISTORY OF FLIGHT: On June 1, 1996, at 1412 central daylight time, a Fairchild KR-31, N7780, and a Waco QCF, N12428, were destroyed during a midair collision near Bartlesville, Oklahoma. Private owners were operating the airplanes as Part 91 flights under Title 14 Code of Federal Regulations (CFR) during the 10th Annual Exposition Fly-In of the National Biplane Association. Both airplanes were on approach to a sod landing area between runway 35 and the taxiway at Bartlesville Municipal Airport (BVO). Neither airplane was in radio contact with the temporary operating control tower. Visual meteorological conditions with 15 miles visibility prevailed for the local personal flights and flight plans were not filed. The 2 occupants of the KR-31 (airline transport rated pilot and a pilot rated passenger) sustained fatal injuries. The 2 occupants of the Waco (private pilot and a pilot rated passenger) received fatal injuries. The flights originated from the airport during the Biplane Fly-By that began at 1330. During an interview with the Chairman of the Board of the National Biplane Association, it was reported that the First National Biplane Association (NBA) Fly-In took place in June 1987, as a "social" fly-in. Through the years, the fly-in grew in the number of biplanes and exposition participants, and the NBA "redirected its efforts to make a contribution towards keeping the biplane movement alive by fulfilling the purpose to educate the public on the history and development of biplane aircraft and to preserve the biplane." The Pilot/Operator report revealed that on June 1, 1996, the Fairchild departed the airport at 1345 for a "short ride." A video tape submitted by a witness revealed the following information; however, the time and sequencing of all events could not be determined from the video. On June 1, 1996, a P51 Mustang arrived at the airport and parked on the ramp area, and on both days a New Standard D25 biplane gave rides from the grass area and was continually loading and unloading passengers. During the fly-by, various airplanes participated. The video revealed that the Mustang departed the ramp area for departure on runway 35, the Fairchild and other airplanes taxied from the grass onto the taxiway, the Standard continued the rides, and subsequently, the Waco taxied for departure. Observed on the video was the P51 fly-by, the Waco departure from the sod area, the D25 departure from the sod area, another P51 fly-by, the Waco fly-by, and the P51 taxiing to the ramp as portions of each midair airplane descended toward the ground. The following information was revealed during interviews, conducted by the investigator-in-charge, with witnesses and controllers and on the enclosed written statements. Highway 60 runs east and west perpendicular to the approach end of runway 35 and the airplane traffic was landing to the north on runway 35 or the sod area paralleling the runway (see enclosed airport diagram). Two witnesses traveling east on Highway 60 observed the airplanes flying side by side toward the south [downwind]. Subsequently they saw one airplane veer west and one east at which time one of the witnesses observed the left wings of both airplanes hit. The other witness stated that one airplane tried to dive under the other airplane prior to wing contact. A witness traveling west on Highway 60 stated that "one airplane was flying south on the downwind leg of the traffic pattern at approximately two to three hundred feet [and] the other aircraft [was] at approximately the same altitude coming slightly from behind and from the west." This witness further stated that the "lead aircraft did a steep banking maneuver to the left or the east [and] it was then struck by the aircraft coming slightly from the west." The witness did not positively identify which airplane was the "lead aircraft". Another witness, using 10X binoculars, observed the Fairchild traveling south on downwind "setting up for base leg [and the] Waco ma[k]e a steep diving approach fl[y] low down the runway to [a] point [and] then proceed to climb and bank steeply to the south." The pilot of the D25 airplane that was giving rides reported observing the Fairchild heading north "about 2 miles west" of the D25 at 1,000 feet AGL. The D25 pilot further stated that "I thought that [the Faichild] was going to get in trail behind me." He further reported observing the Waco making a left climbing turn at the approach end of runway 35 and subsequently observed the Waco level at about 500 feet AGL, heading about 250 degrees, and fly under the D25 heading about 300 degrees. Two witnesses observed the airplanes flying east and parallel to Highway 60. One of these witnesses reported that the Waco was underneath the Fairchild and "all of a sudden, I saw the Waco pull up as if he was going to do a roll [and] he collided with the Fairchild" One witness saw the Fairchild on downwind and noticed an airplane gaining on the Fairchild from behind its flight path. The witness stated that he observed the Fairchild's "right wings lift (roll to the left), the[n] wreckage separate, and fall to the ground." A line worker, at the fixed base operation, reported observing the Fairchild "turning base from the south and [the] Waco turning base from the north." He further stated that the Waco, which appeared lower than the Fairchild, "pulled up and the 2 planes collided." One witness reported that "just as the 2 planes collided the yellow planes [Waco] wings folded up and it started down at a steep angle, the dark colored plane [Fairchild] veered off to the southwest carrying some of the yellow planes wing which dropped off and the dark plane continued to the southwest for a few seconds then nosed sharply and crashed a few seconds after the yellow plane crashed. The yellow plane crashed and burst into flames." One controller stated that he "looked to the southwest and saw one aircraft attempt to cutoff the other aircraft on downwind to base leg." He further stated that he "saw one of the aircraft attempt to turn out and clipped the other aircraft." This controller did not positively identify each aircraft. The D25 pilot stated that the tower controller said something to the effect "Watch the Waco, I don't know what he's doing." Another biplane cleared for landing reported the controller "announced that he was not in contact with the Waco and did not know what he was going to do." PERSONNEL INFORMATION: The airline transport rated pilot and owner of the Fairchild started flying in the late 1940's. He had accumulated 19,660 hours in airplanes, helicopters, and gliders. The pilot rated passenger in the Fairchild held a private pilot certificate and had accumulated 282 hours of flight time. The private pilot, co-owner of the Waco, flying since the 1980's had accumulated over 5,000 hours and was known for restoration of Waco aircraft. The pilot rated passenger in the Waco held a commercial pilot certificate and had accumulated 2,797 flight hours as of December 1987. AIRCRAFT INFORMATION: The 1928 Fairchild KR-31 biplane, painted light green with silver wings, was equipped with a Curtis Wright 90 horsepower liquid cooled engine. The 1940 Waco QCF biplane, painted dark green with a colored strip along the fuselage and cream colored wings, was powered by a Continental 220 horsepower radial engine. Construction of the open cockpit, dual control, biplanes included fabric covered wood wings with flying wires, metal interconnect wing struts, metal cabane struts, and metal aileron interconnects. The Fairchild had wood structured/fabric covered ailerons while the Waco ailerons were constructed of metal. The Fairchild had a 2 bladed wooden propeller and the Waco was equipped with a 2 blade metal propeller. The Fairchild fuselage was wood construction and the Waco fuselage longerons were metal. The Fairch ## Aircraft 1 - Registration: [N7780](https://openairdocs.org/deregistered/N7780-2000-06-14), registration cancelled 2000-06-14, S/N 223 (OpenAirDocs) - Reported make and model: Fairchild KR-31 - Registry model: [Fairchild KR-31](https://openairdocs.org/model/fairchild-kr-31) (registry code 3371402) (OpenAirDocs) - Category: Airplane - Serial number: 223 - Airframe hours: 1678 - Engines: Curtis Wright OX-5 90 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: William F. Watson - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 26, 1996, 2 hours before - Departed: BVO - Airport: BVO, Bartlesville Municipal, runway 35, 6,200 × 100 ft, concrete ## Aircraft 2 - Registration: [N12428](https://openairdocs.org/aircraft/N12428), registered now, S/N 3569, built 1940 (OpenAirDocs) - Reported make and model: Waco QCF - Registry model: [Waco QCF](https://openairdocs.org/model/waco-qcf) (registry code 9600408) (OpenAirDocs) - Registry engine: [Continental W670 series](https://openairdocs.org/engine/continental-w670-series) (registry code 17018, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 3569 - Engines: Continental W670 220 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: John D. Halterman - Airworthiness certificate: Standard, Normal - Departed: BVO - Airport: BVO, Bartlesville Municipal, runway 35, 6,200 × 100 ft, concrete ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N7780; age 71; airline transport, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: rear; toxicology performed; flight hours: 19,660 total, 283 in this make and model - Pilot, aircraft N12428; age 51; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--no waivers/lim.; seat: rear; toxicology performed; flight hours: 5,000 total, 100 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 340° at 7 knots - Visibility: 15 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 73 °F, dew point 61 °F - Altimeter: 30.00 inHg - Observed at: BVO ## FAA reports on this event (2) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19960601012221A](https://openairdocs.org/incident/19960601012221A), Jun 1, 1996: Frchld KR31, Bartlesville, OK, Destroyed, 2 fatal. Both biplanes on base leg. Waco below suddenly made pullup colliding with the KR31. Both crashed and waco burned. - [Accident 19960601012222A](https://openairdocs.org/incident/19960601012222A), Jun 1, 1996: Waco QCF, Bartlesville, OK, Destroyed, 2 fatal. Con approach after finishing maneuvers during airshow, collided mid air with 7780. (-23) midair collision occurred while turning from left downwind to base,… 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.