LAX95FA043

The purpose of the flight was to entertain a non-pilot member of the general public by permitting him to fly hands-on a high performance military fighter-like light airplane during a simulated dog fight. The operator had equipped the airplane with a video recorder from which both cockpit audio and video data was preserved. The passenger was called a 'guest fighter pilot,' and he was handling the flight controls during a simulated air combat maneuver initiated around 5,500 feet mean sea level (MSL). The pilot-in-command (PIC) issued repeated verbal warnings to the passenger to 'stay out of the buffet.' However, during a left climbing turn the passenger stalled the airplane and it began spinning. As the airplane descended in the spin, the PIC told the passenger three times 'I've got the airplane.' The airplane impacted 3,600 to 3,700-foot MSL terrain in a nose low and wings level attitude during the initiation of the pullup recovery. The PIC was an ex-military fighter pilot and his civilian flying experience in the airplane with passengers was limited, having only acquired employment with the operator 1.5 months earlier. The PIC did not hold a CFI certificate.

Flight Program.

Desert Aces provided literature to its guest fighter pilots, which presented an overview of the simulated air combat flying and training program the passengers would receive. According to information contained in Chapter 2 of the Desert Aces "GUEST FIGHTER PILOT MANUAL," the instructor pilot performs the takeoffs and landings. "The guest pilots fly the rest of the flight, except when a demonstration, or safety of flight maneuver, is required. But most of the time, our instructors will talk you through the maneuvers."

In Chapter 4, the manual states: "Air combat maneuvers will subject you to gravitational forces of up to six times the normal. This does put a strain on the spinal and cardiovascular systems. Therefore, if you have a history of spinal, heart or blood vessel problems it is suggested that you discuss this with a personal physician prior to flying."

In Chapter 10, the manual provides a definition for the term "Hard Deck." In part, the manual states: "The 'Hard Deck' is 2000 feet above the ground level. No aircraft shall maneuver below the hard deck. Although the absolute hard deck is 2000 feet AGL, pilots should set the hard deck higher in an effort to have the additional safety margin. . . . All efforts should be taken to give the Guest Pilot at least 2500 feet of maneuvering airspace."

Wreckage Release.

On December 4, 1994, while on scene at the accident site, the entire airplane wreckage was verbally released to the operator's representative. No airplane parts or records were retained. Maintenance.

A review of the airplane's logbooks revealed the airplane had received its last annual inspection on February 18, 1994, at an indicated tachometer time of 1,459.5 hours. The airplane had received its last 100-hour inspection on November 4, 1994, at an indicated tachometer time of 1,653.30 hours. The FAA participant reviewed the airplane's maintenance records. He reported observing no obvious maintenance discrepancies.

Spin Characteristics.

The operator reported that the airplane was equipped with complete dual flight controls, and it was certificated for performance of intentional spins. The airplane's handling qualities were similar to other high performance light airplanes. The airplane did not exhibit any unusual spin entry or recovery characteristics.

The operator reported that movement of the flight controls in a pro-spin direction is necessary to enter a spin. Maintaining pro-spin control pressures is necessary to sustain a spin. When the flight controls are appropriately positioned to terminate a spin, the airplane promptly stops spinning. A spin can also be terminated by releasing all control pressures. However, this method is less efficient. The operator further reported that the altitude loss in a spin was generally between 600 and 800 feet per spin rotation. No evidence was found preimpact fire. The postimpact fire was confined to the main wreckage. Left and right sides of the airframe appeared symmetrically destroyed. The cockpit and cabin were destroyed by fire. The outboard portion of both wings and the engine did not burn. On December 3, 1994, around 1230 Pacific standard time, a Siai- Marchetti SF260C, N58FD, operated by Desert Aces, Ltd., departed from controlled flight while engaged in a simulated air combat training maneuver with another of the operator's airplanes. The first airplane (N406FD) landed without incident. The second (accident) airplane crashed into open desert terrain about 14 nautical miles northwest of the North Las Vegas Air Terminal, Nevada. The airplane was destroyed by impact forces and postimpact ground fire. The airline transport pilot and passenger were fatally injured. Visual meteorological conditions prevailed during the work-related flight. The flight originated from North Las Vegas on the day of the accident between 1200 and 1210.

According to information provided by Desert Aces, its primary business was entertainment in the form of simulated air combat flight operations. Its mission was "to allow the general public the opportunity to experience an air combat training mission in the safest, most professional and realistic environment possible."

Prior to the accident flight, the passenger had made one flight as a "guest fighter pilot" in the Marchetti airplane. The first flight was concluded without mishap, and the passenger boarded the airplane for the second and final flight.

The flight was performed in concert with another of the operator's Marchetti airplanes. Both airplanes departed together from the North Las Vegas Air Terminal, and the airplanes proceeded to the practice area. Upon arrival, the pilots commenced practicing a series of basic simulated air combat fighter maneuvers.

After completing the second of three maneuvers, the pilot in the second airplane directed his passenger to attempt to turn their airplane toward the higher elevation first airplane. This action was attempted in an effort at engaging him in the third and final "dog fight."

According to the pilot in the first airplane, at the time his estimated altitude was 6,500 feet mean sea level (msl). The estimated altitude of the second airplane was 6,000 feet msl. The pilot in the first airplane reported to the National Transportation Safety Board that he observed the second airplane depart from controlled flight. The second airplane entered a left spin, and it descended for an estimated 9 seconds while making more than 4 complete revolutions until finally impacting the underlying desert terrain. Within seconds thereafter, a plumb of smoke was noted rising from the crash site.

A ground-based witness reported observing the descending accident airplane make five counterclockwise circles, each lasting about 1 second, and then the airplane impacted the ground. The witness heard the sound of an explosion, and the airplane burst into flames. Pilot Data.

On December 15, 1994, the pilot's wife was interviewed by the Safety Board. In summary, she made the following statements:

In general, the pilot was healthy, and he had not been sick during the past 9.5 years. He did not smoke. He did not take over the counter medications.

The night before the accident flight the pilot went to bed at 9 p.m. He usually went to bed between 9 and 10 p.m. He awoke the next morning around 7 a.m.

The pilot lost his voice the night before the accident flight. During that evening, he tried to save his remaining voice by whispering. He sounded like he had a "slight case of laryngitis." His "voice was a little raspy."

The pilot's wife stated that their family had possession of a vial which was labeled Trimox 500 MG, amoxicillin trihydrate. The vial contained 36 capsules of the antibiotic. The wife stated that she felt as if she starting to get a cold, so she took two capsules from the vial. The wife also stated that she believed the pilot took one capsule, either the night before the accident flight or the morning of the accident. Before leaving for work, the pilot's voice sounded better, but it was still raspy.

Subsequently, a count was made of the number of capsules which remained in the amoxicillin vial. Thirty-three capsules were found.

An autopsy was performed on the pilot by the Clark County Coroner's office. Results of the FAA, Civil Aeromedical Institute's toxicology tests on the pilot were negative for ethanol, carbon monoxide, and all screened drugs.

Passenger Data.

Regarding toxicology tests on the passenger, the FAA reported it found no evidence of ethanol or drugs except that verapamil and its metabolite norverapamil, were detected in both lung and liver fluid.

The 1995 edition of the "Physicians' Desk Reference" (PDR) listed verapamil, in part, as a prescription drug which may be used for cardiovascular conditions, and it functions as a calcium channel blocker. The PDR listed several warnings for use o