.chief instructor for night f light and
had logged almost five hours at night
in the past month.
The NTSB evidently did not
consider the possibility that the
“oscillating ” f light reported by
witnesses was deliberate. The pilot
may have been having a little fun in
the aerobatic trainer, perhaps even
essayed a barrel roll—which would
be consistent with a sudden altitude
gain—dished out and overstressed
the right wing in the recovery.
To the NTSB, this accident
illustrated the dreadful hazards
of ignoring an officially mandated
minimum equipment list. It may,
alternatively, have demonstrated that
airplanes, especially old ones, can
have hidden defects. An accident that
had taken place almost exactly 24
hours earlier in Alabama illustrated
the danger of latent defects. It also
illustrated the fact, which needs no
illustration, that some things are eas-
ier to do in daylight.
The 2,400-hour pilot, 41, of a Piper
Cherokee Six died while attempting
a night dead-stick landing at an
unlighted rural airport. The account
of his final minutes is harrowing.The airplane’s last annual inspection
had occurred eight years earlier; since
then, it had f lown only 30 hours. The
pilot had been engaged to perform an
annual inspection and then ferry the
airplane to its new owner in Tampa,
Florida. The seller reported that
he did not see the pilot perform anannual inspection, nor even look into
the cowling. He did, however, drain
the tanks and refuel the airplane.
He took off in darkness from
Monroe County Airport in Aberdeen,
Mississippi, and contacted Columbus
AFB Approach for f light following. Hereported that he would be cruising at
9,500 feet.
Twelve minutes later, the engine
began to run rough—and then quit.
The Cherokee pilot told the control-
ler, “I’m experiencing major trouble. I
need the closest airport.”
The closest airport was NorthTHE CHEROKEE PILOT TOLD THE
CONTROLLER, “I’M EXPERIENCING MAJOR
TROUBLE. I NEED THE CLOSEST AIRPORT.”