Amateur-built SMYTH SIDEWINDER accident near Oklahoma City, Oklahoma, January 8, 1996
On January 8, 1996 at about 10:57 pm local time, a amateur-built SMYTH SIDEWINDER, registered N86S, was destroyed in an accident near Oklahoma City, Oklahoma. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper positioning of the fuel selector, which resulted in fuel starvation and loss of engine power, and his failure to maintain sufficient airspeed while coping with the emergency, which resulted in and inadvertent stall and subsequent spin. Factors relating to the accident were: the pilot's lack of experience in type of airplane, and habit interference with respect to use of the fuel selector.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 8, 1996 · about 10:57 pm local time
- Place
- Oklahoma City, Oklahoma · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built SMYTH SIDEWINDER SMYTH SIDE
- Registration
- N86S · no longer on the register · serial 212090
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had just purchased the airplane and was planning to return to his home in Tulsa, Oklahoma. He and the seller flew the airplane on an 'orientation ride' for 'approximately 10 minutes' before the pilot departed. According to the seller, the pilot had considerable experience in a similar airplane, but the fuel selector handles in the two airplanes were configured in an opposite manner. The accident airplane was observed to depart from runway 17 and turn east. At approximately a quarter of a mile from the airpark and at approximately 500 feet AGL, the engine began to 'sputter.' About 8 seconds later, the engine 'quit.' The airplane continued east and was observed to make a gentle bank to the right and then to the left, but 'the nose was never lowered to establish a glide.' The airplane was observed to stall and spin to the left, rotating about 2 turns before impacting the ground. Postimpact examination of the fuel selector handle and valve revealed they were in the 'off' position.
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 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 3,000 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 500 hours
- Last inspection: annual inspection
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Departed from: HSD at 10:55 pm
- Destination: TUL Tulsa OK
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 18 knots, gusting 24
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 10:56 pm from OKC, 17 miles away
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.