Piper J-3C accident near Jackson, Mississippi, April 17, 1999
On April 17, 1999 at about 3:45 pm local time, a Piper J-3C, registered N38272, was involved in an accident near Jackson, Mississippi (Hawkins Field). It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the airshow aerial performer to maintain a grip on the airplane's externally mounted rope ladder for unknown reasons and his failure to install and use a safety line resulting in his fall to earth. A factor in the accident was the sudden 'blossoming' by the air stream of the performer's jacket just before he lost his grip due to inadequate preflight securing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 1999 · about 3:45 pm local time
- Place
- Jackson, Mississippi · Hawkins Field · map
- Type
- Accident
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J-3C · all J-3Cs on the register
- Registration
- N38272 · registry record · serial 6898
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airshow pilot stated that he positioned the airplane's externally mounted 12 foot aerial rope ladder onto the truck's rear platform, as practiced, and when given the radio call from the truck driver that the performer 'was on', the pilot started a climb away from the truck. At about 100 feet agl, the pilot felt a lurch, and the performer lost his grip on the ladder and fell to his death. Post crash examination of the FAA approved ladder and attach points revealed no failures or malfunctions. A video tape of the routine revealed that the ladder performer's jacket inflated just before the fall. The acrobatic routine pilot immediately preceding the accident stated flying conditions were turbulent at altitude, but conditions at the runway surface allowed a smooth touchdown. Toxicological testing of specimens from the performer revealed the presence of diazepam, (trade name, valium) and its metabolite, however, the blood specimen levels of each were below the limit of quantitation.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,250 hours in all; 60 in this make and model; 7 in the last 90 days; 4 in the last 30 days; 1,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,950 hours
- Last inspection: annual inspection, April 27, 1998; 50 hours since
- Maximum gross weight: 1,250 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-90-8F (piston); 0 hours total
The flight
- Departed from: HKS at 3:45 pm
- Flight plan: none
- Runway 34, 5,387 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 16 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 2:54 pm from JAN, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N38272 the same tail number, which may have belonged to a different aircraft at the time
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.