NTSB Factual Report

HISTORY OF FLIGHT

On April 27, 1993, at about 2003 eastern daylight time, an American AA1A, N9317L, and a Cessna 414A, N47WD, were destroyed following an inflight collision at the Statesboro Municipal Airport, Statesboro, Georgia. The student pilot in the American AA1A and one passenger on the Cessna 414A were fatally injured in the accident. The commercial pilot of the Cessna 414A was seriously injured, and one passenger on the Cessna 414A received minor injuries in the accident. The American AA1A was owned and being operated under 14 CFR Part 91 by the pilot, and the Cessna 414A was owned and being operated under 14 CFR Part 91 by Arkansas Aviation, Incorporated of Jonesboro, Arkansas. Visual meteorological conditions existed at the time of the accident, and neither aircraft had filed a flight plan for their respective flights. The American AA1A departed the Statesboro, Georgia Airport at approximately 1930, and was engaged in practice landings and takeoffs on Runway 5 at the time of the accident. The Cessna 414A departed Hilton Head, South Carolina at about 1930, and was landing on Runway 14 at Statesboro at the time of the accident.

Witnesses stated that the accident occurred at about two feet above ground level, immediately over the intersection of Runways 5 and 14 at the Statesboro, Georgia Airport. Statesboro Municipal Airport is an uncontrolled airport. Witnesses also stated that they observed landing and position lights on the Cessna 414A, but did not observe any lights on the American AA1A. Other pilots operating in the area, and monitoring the unicom frequency of 122.8 stated that they heard the pilot of the American AA1A transmitting the intended runway and his position on numerous occasions prior to the accident, but did not hear any transmissions from the pilot of the Cessna 414A.

The pilot of the Cessna 414A stated that he made several radio transmissions on frequency 123.0 prior to arrival at the Statesboro Airport, but did not receive any response. The frequency published for the Statesboro, Georgia Unicom is 122.8.

PERSONNEL INFORMATION

Personnel information may be found in this report under the section listed as First Pilot Information.

AIRCRAFT INFORMATION

Aircraft information may be found in this report under the section titled Aircraft Information.

METEOROLOGICAL INFORMATION

Meteorological information may be located in this report under the section titled Weather Information.

WRECKAGE INFORMATION

The wreckage of the two aircraft was distributed over an area approximately 300 feet in length. The first pieces of the wreckage were located at the intersection of runway 5 and runway 14. These consisted of pieces of the Cessna nose cowling and pieces of the American right wing and engine cowling.

The American was broken into numerous small pieces, with the largest being a section of the aircraft tail. These pieces were scattered throughout the wreckage path.

The Cessna traveled approximately three hundred feet from the intersection, and veered off to the right side of runway 14. Both wings and the aircraft fuselage were partially consumed by the post crash fire. The Cessna right propeller blades were located about 150 feet from the intersection. There was orange paint visible on the propeller blades, which matched the orange paint on the American.

MEDICAL AND PATHOLOGICAL INFORMATION

The medical examiner listed the cause of death of Mr. Newman as blunt force trauma.

The Toxicology Report for Mr. Newman was negative for the use of ethanol and drugs.

ADDITIONAL INFORMATION

The wreckage of Cessna N47WD was released to Mr. Harry Brooks, the owners insurance representative, on April 29, 1993.

The wreckage of American N9317L was released to Mr. Jimmie Rickerson, the owners insurance representative, on April 29, 1993.

NTSB Probable Cause

INADEQUATE VISUAL LOOKOUT BY THE PILOTS OF BOTH AIRCRAFT. FACTORS RELATED TO THE ACCIDENT WERE: FAILURE OF THE PILOT OF N9317L TO ILLUMINATE HIS AIRCRAFT NAVIGATION LIGHTS, AND IMPROPER RADIO COMMUNICATIONS BY THE PILOT OF N47WD BY SELECTING THE WRONG UNICOM FREQUENCY TO MONITOR AND ANNOUNCE HIS LANDING INTENTIONS AND POSITION.