Cessna 172G and Aeronca 7AC mid-air collision near Blackwell, Oklahoma, May 13, 1986
On May 13, 1986 at about 1:11 am local time, 2 aircraft, Cessna 172G (N5878R) and Aeronca 7AC (N2603E), were involved in a mid-air collision near Blackwell, Oklahoma. 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 1986 · about 1:11 am local time
- Place
- Blackwell, Oklahoma · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172G · all 172Gs on the register
- Registration
- N5878R · no longer on the register · serial 17253547
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Aeronca 7AC · all 7ACs on the register
- Registration
- N2603E · registry record · serial 7AC-6185
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172G final · quoted from the NTSB record
THE PILOT OF N5878R, A CESSNA 172G, HAD NO PREVIOUS EXPERIENCE IN FORMATION FLYING. THE PILOT OF N2603E, AN AERONCA 7AC, STATED HE HAD MANY HOURS OF FORMATION FLYING IN THE MILITARY DURING WORLD WAR II AND HAS MADE AN OCCASIONAL FORMATION FLIGHT SINCE THAT DATE. HOWEVER, HE APPARENTLY HAS VERY LITTLE OR NO RECENT EXPERIENCE IN THAT TYPE OF FLYING. THE TWO PILOTS HAD PREPLANNED THE FORMATION FLIGHT WHICH TERMINATED IN THE SUBJECT ACCIDENT, INCLUDING HAND SIGNALS TO BE USED SINCE THEY COULD NOT COMMUNICATE BY RADIO. THE CESSNA WAS TO BE THE LEAD PLANE. THE AERONCA WAS FLYING RIGHT WINGMAN AND GAVE THE PREARRANGED SIGNAL AND CROSSED UNDER THE CESSNA TO COME UP ON HIS LEFT WING. THE TOP OF THE AERONCA'S RIGHT WING CONTACTED THE BOTTOM OF THE CESSNA'S LEFT WING. ACCORDING TO WITNESSES THE ALTITUDE WAS 200 TO 350 FEET AGL. THE CESSNA PITCHED UP, STALLED, PITCHED STEEPLY NOSE DOWN AND DID NOT RECOVER FROM THE DESCENT. THE AERONCA DIVED, THEN MADE A CLIMBING CIRCLE TO THE LEFT AND RETRUNED TO THE AIRPORT AND MADE A SUCCESSFUL LANDING.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The NTSB's narrative for the Aeronca 7AC final · quoted from the NTSB record
THE PILOT OF N5878R, A CESSNA 172G, HAD NO PREVIOUS EXPERIENCE IN FORMATION FLYING. THE PILOT OF N2603E, AN AERONCA 7AC, STATED HE HAD MANY HOURS OF FORMATION FLYING IN THE MILITARY DURING WORLD WAR II AND HAS MADE AN OCCASIONAL FORMATION FLIGHT SINCE THAT DATE. HOWEVER, HE APPARENTLY HAS VERY LITTLE OR NO RECENT EXPERIENCE IN THAT TYPE OF FLYING.THE TWO PILOTS HAD PRE-PLANNED THE FORMATION FLIGHT WHICH TERMINATED IN THE SUBJECT ACCIDENT, INCLUDING HAND SIGNALS TO BE USED SINCE THEY COULD NOT COMMUNICATE BY RADIO. THE CESSNA WAS TO BE THE LEAD PLANE. THE AERONCA WAS FLYING RIGHT WINGMAN AND GAVE THE PREARRANGED SIGNAL AND CROSSED UNDER THE CESSNA TO COME UP ON HIS LEFT WING. THE TOP OF THE AERONCA'S RIGHT WING CONTACTED THE BOTTOM OF THE CESSNA'S LEFT WING. ACCORDING TO WITNESSES THE ALTITUDE WAS 200 TO 350 FEET AGL. THE CESSNA PITCHED UP, STALLED, PITCHED STEEPLY NOSE DOWN AND DID NOT RECOVER FROM THE DESCENT. THE AERONCA DIVED, THEN MADE A CLIMBING CIRCLE TO THE LEFT AND RETURNED TO THE AIRPORT AND MADE A SUCCESSFUL LANDING.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record for the Cessna 172G from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 358 hours in all; 355 in this make and model; 63 in the last 90 days; 11 in the last 30 days; 275 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,949 hours
- Last inspection: annual inspection, February 13, 1986; 3,949 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: OKS6 Blackwell OK
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 135° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Aeronca 7AC from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 4,437 hours in all; 326 in this make and model; 4 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 2,535 hours
- Last inspection: 100-hour inspection, May 7, 1986; 1 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-8 (piston); 0 hours total
The flight
- Departed from: OK56 Blackwell OK
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.