Check This Out

[BeckyAnne]

http://www.airviolence.com/request.php?164

 

[secks]

Let's see them try that over DC

 

[urflyingme?!]

looks cool.

 

[Flechas]

The video is cool, too bad it has a degree of dorkiness.

 

[comander]

I couldnt see it my screen was all green and pink I just distinguished a aircraft flying low what is it about??? I did like the music, but what is it about thanks

 

[MJG]

It always amazes me that people who do stupid things like this also like to videotape themselves in the process. Can't wait to read the accident report.

 

[banned username 2]

Ah yes... The thing NTSB reports are made of...

Would have been fun to see the dork hit those 500kv lines, would have been quite the light show!

 

[hindsight2020]

can't do that with your 767 now can ya?!

bitchin' moves, could have used some inverted action, and done away with the graphics, overall pretty nice....

 

[MTpilot]

You call that low?!

Would have been fun to see the dork hit those 500kv lines, would have been quite the light show!

Oh come on theres plenty of room under those things, it's telephone lines that are tricky.

 

[dseagrav]

That doesn't look very legal, and it certainly doesn't look very smart!

 

[FN FAL]

Haha...you guys missed the news footage of the Sai Machetti that pancaked on the runway with the "combat" flight school instructor and news camera man in it.

I was watching the news one day with anohter CFI from the flight school I was working at and there was a story on one of the "air combat schools" on the news. The "air combat" pilot took the news camera man up for a ride and was doing some "aerobatics" when they did a loop and the end result was supposed to be a "low pass" down the runway...all caught on film of course...but the loop ended about 10 feet too early. The Sai Marchetti was filmed spanking the numbers at the bottom of the loop, there was a smash sound, then parts scattered like clay pigeon being hit by a shotgun blast. It was wierd, because there was the full airplane sound, including the engine running...then they "spanked" the runway. Then there was a striking noise and the engine noise ceased and parts scattered like someone busted a pinatta.

I'm not saying don't do "air combat" types of commercial business...just don't take a camera man up for a flight and end it with a loop that terminates on the numbers of a runway.

 

[FN FAL]

Hmmmmm...I found my Sai Marchetti story....and as a sailor stationed at a diving and salvage unit where our creedo was..."there are more navy divers looking for pilots, than pilots looking for divers!" this is interesting...

THE PILOT WAS A FORMER U.S. NAVY PILOT WHO LAST FLEW FOR THE NAVY IN 1987. THE NAVY REMOVED HIM FROM FLIGHT STATUS DUE TO LACK OF AERONAUTICAL SKILLS.

 

[FN FAL]

FTW94FA220
HISTORY OF FLIGHT

On July 5, 1994, approximately 0940 central daylight time, a SIAI Marchetti F.260, N260MS, was destroyed while maneuvering 3 miles west of Dover, Oklahoma. The pilot and passenger were fatally injured. Visual meteorological conditions prevailed for the 14 CFR Part 91 demonstration flight.

The demonstration flight consisted of two Marchetti F.260 aircraft, the accident aircraft and N260MT. Each aircraft had a passenger onboard, who were employees of KFOR, channel 4, an Oklahoma City, Oklahoma, television station. Both pilots owned their aircraft and were part owners of Air Strikes International Inc., (ASI) based in McKinney, Texas. Air Strikes International was the operator of both aircraft and held no operating certificate.

The demonstration flight was arranged by KFOR and the operators. The television station intended to do a story and ASI was to be paid with 2 minutes of air time.

The planned flight was to include a pass parallel to the station's helicopter, simulated air-to-air combat between the two aircraft, and a simulated attack on a bridge. Both aircraft departed Wiley Post Airport, Oklahoma City, Oklahoma, approximately 0835. They were cleared for a formation departure and executed it as planned. N260MT was designated as the lead or number one aircraft for the demonstration. En route, the aircraft were joined by the helicopter. After making several photo passes parallel to the helicopter, and additional maneuvering, N260MT returned to Wiley Post Airport because the passenger was not feeling well. N260MS and the helicopter proceeded to the Loyal Bridge across the Cimmaron River. The helicopter crew unloaded the camera operator who was to video tape the simulated attack on the bridge.

Witnesses observed the airplane make two passes at the bridge from east to west. According to video tape taken by KFOR, each pass terminated with a steep pull up to a point past the 90 degree position above the horizon, followed by a wingover type maneuver and recovery. Audio from the airplane cockpit video camera indicated that the east to west approach to the bridge restricted the aircraft from descending lower due to high tension wires at the approach end. The third pass was from west to east and was initiated approximately 50 feet above the river bed.

Review of video tapes of the final pass revealed that the airplane pulled up steeply, went past the 90 degree point, did a left wingover type maneuver, and flew into the ground past the bridge. The onboard camera recorded an expletive from the pilot just prior to impact and a simultaneous left roll towards wings level.

CREW INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot of the accident aircraft did not hold an airman or medical certificate. His last medical certificate was dated July 15, 1985, when he was a United States Navy flight student. Mr. Michael Michaelis, the operator's director of flight operations, stated that the pilot showed him what appeared to be a commercial pilot certificate. Mr. Michaelis further reported that the pilot told him that he had obtained a medical certificate.

What I like, is how he passed himself off as "top gun" material...not to mention that he held no certifications what-so-ever.

According to official records, the pilot joined the navy in April 1980 as a seaman apprentice. He was commissioned an ensign in April 1984, and was designated a naval aviator in April 1986. He was then assigned to Attack Squadron 42, a fleet replacement squadron, for transition to the A-6E. After two boards of review regarding his difficulty in aircraft carrier qualification in the A-6E, the pilot was removed from flight status due to "a fundamental lack of the skills necessary to function as a Naval Aviator." Additional navy records regarding the pilot stated "that his basic lack of aeronautical skill is the fundamental cause for his unsatisfactory performance during carrier qualification...since he was deemed unsafe during the daytime." Following the board reviews and subsequent removal from flight status he was designated as a cryptologist. He remained on active duty with the navy until January 1994. There was no evidence in navy records or his navy log book that he returned to flight status with the navy.

According to his navy flight log, total military experience for the pilot was 418 hours. His last navy log entry was dated May 12, 1987. Operator furnished records indicated that he had about 80 hours in the accident make and model airplane. There was no documentation of any other civil flight training or activity.

The pilot circulated a resume describing himself as a former naval fighter pilot and a veteran of Desert Storm in that capacity. Information provided by other witnesses, including fellow pilots at ASI, revealed that the pilot had identified himself as a former instructor in the navy's top gun program.

 

[FN FAL]

No story would be complete without some pocket touching...

ADDITIONAL INFORMATION

Air Strike International Incorporated was formed in January 1994.

The business offered customers simulated aerial combat missions, including air-to-air and air-to-ground scenarios, for monetary compensation. There were four officers in the company. Two of the officers were pilots; one was the accident pilot and the other was Mr. Michailis. They individually purchased the two airplanes used by the company. They were registered to the individuals and not the corporation. ASI had requested a STC approval, for the installation of a smoke generator, which was later approved, on March 4, 1994. According to ASI, they had other pilots checked out in the airplanes but the airplane owners did most of the flying.

According to the operator's submitted statement their business was conducted under FAR Part 91 regulations. Mr. Michaelis had been advised by an inspector at the Long Beach, California, FAA Flight Standards District Office (FSDO) that a similar operator in Fullerton, California, was a Part 91 operation. Mr. Michaelis also reported that two representatives from the Dallas, Texas, FAA FSDO visited the office of ASI and were aware of their operation under FAR Part 91. He stated that they "were not advised that we should be operating under a different FAR part. Hence we have continued to operate under Part 91 rules."

Mr. Michaelis stated that company policy prohibited low level flying below 500 feet above ground level (AGL) and no aerobatics below 1,500 feet AGL.

Personnel from the Federal Aviation Administration Dallas, Texas, FSDO involved with ASI were interviewed and submitted written statements, which are attached. Three inspectors had contact with the accident pilot. This included visits to the offices of ASI and phone calls. Information in the next two paragraphs is based on the interview and the inspector's statements.

One discussion concerned the application of a modification to the air frames of the two aircraft. Another meeting involved discussion of a waiver to perform flight maneuvers at a flight event in McKinney, Texas. The waiver was not granted and a certificate not issued due to a lack of aerobatic currency cards for those listed on the waiver application. The accident pilot pursued the waiver but was not listed on the request for waiver.

"On or about June 23, 1994," an inspector was on a "routine visit" to the McKinney, Texas Municipal Airport and was talking with local personnel about their flight event scheduled for July 3, 1994. During that visit the two primary pilots for ASI queried the FAA inspector about their waiver. After that discussion the accident pilot and the FAA inspector were engaged in conversation and the inspector asked the pilot for his pilot certificate. "At this point, he touched the various pockets of his flight suit, and stated that he 'left his billfold in his car when he went for lunch.' I stated that should he fly that day he should be sure to have his certificates with him." The inspector then left the property and had no further contact with ASI.
FAR 61.73 provides the ability for military pilots to convert their military ratings and qualifications if they have been on official flight status within the preceding 12 calendar months at time of application. This procedure requires that the applicant complete a written examination and possess a medical certificate before an airmen's certificate is issued. If a pilot has not been on flight status within the 12 preceding months at time of application he must also take a flight proficiency test in addition to the written requirements. The FAR also states in 61.73 (a) "that this section does not apply to a military pilot who has been removed from flying status for lack of proficiency or disciplinary action involving aircraft operations." Official records indicate the pilot did not apply for transfer of his military experience to a civil certificate.

The wreckage was released to the owner's representative on July 6, 1994.

 

[FN FAL]

I saw this Sai Marchetti spank in on the six o'clock news...and it was wierd watching it.

 

[Goose Egg]

Anyone know which artist did the remix of that Valerie song? I kind of dig it.

-Goose

 

[Ailerongirl]

The video is cool, too bad it has a degree of dorkiness.

Just a degree??

 

[JB74]

I saw this Sai Marchetti spank in on the six o'clock news...and it was wierd watching it.

I went to a safety seminar at Riddle given by an NTSB investigator. He showed us this tape (in its entirety) and told us the story behind it. Very eerie watching it being that it was so close and clear. I remember it like it was yesterday.

The pilot screaming OH F*** at the bottom of his maneuver, and the news reporter just laughing like nothing was wrong. Then just after they crashed, the cameraman on the ground kept repeating "oh god, oh god" as they were both thrown out of the plane and lying there, dead, within a few hundred feet of the camera. I will never forget the sound of the "smack" and the hearing the plane come apart, as well as seeing two people rolling to a stop amongst the wreckage.

 

[TrafficInSight]

That definitely looked like fun.

 

[Snakum]

The song is Eric Prydz, btw.

Pretty catchy.

Sounds sorta like a Gaybar song, though.

Not that I would know.

I swear.



Minh

 

[UnAnswerd]

I thought you had to remain at least 500' from any person, vehicle, or structure????

 

[urflyingme?!]

Not when you've got a callsign.