A broad coalition of 37 aviation organizations has called on the Federal Aviation Administration to re-examine current practices for identifying and communicating the presence of temporary obstructions in low-altitude airspace.
Led by Vertical Aviation International, the group—including the Aircraft Owners and Pilots Association and National Agricultural Aviation Association—submitted a formal letter urging regulators to evaluate whether existing requirements for marking, lighting and pilot notifications adequately address hazards such as recreational slacklines and highlines. The request follows the fatal Jan. 2, 2026, accident in which a helicopter collided with one such line strung across a remote canyon.
On that morning, the MD Helicopters MD369FF, registration N3502P, departed on a Part 91 personal sightseeing flight from the Queen Creek area. While flying through Telegraph Canyon south of Superior, Arizona, the aircraft struck a slackline spanning nearly three-quarters of a mile at approximately 600 feet above ground level. The pilot, David McCarty, and his three nieces were killed. The NTSB preliminary report, released later in January, noted the helicopter was substantially damaged, with portions of the webbing found entangled in the tail rotor assembly and vertical stabilizer.
A Notice to Air Missions had been issued approximately one week prior, warning of a "tight rope" or similar obstruction several miles south of the local airport. However, the coalition highlighted persistent shortcomings in how such NOTAMs are presented in electronic flight bags, cockpit displays and flight planning software. Critics, including some within the slacklining community, have noted that vital safety information can be buried among less critical notices, reducing its usefulness to pilots operating at lower altitudes.
VAI President and CEO François Lassale described low-altitude object strikes as one of the most enduring threats to helicopter safety. The letter emphasizes the need to study lessons from the Superior crash and comparable events to develop practical risk-reduction steps. It specifically asks the FAA to consider enhanced standards for temporary hazards entering navigable airspace and to engage with non-aviation groups whose recreational activities could inadvertently create dangers for aircraft.
The slackline involved reportedly carried some aviation markers and LED lighting, and no one was on the line at the time of impact. A second helicopter reportedly came within about 10 feet of the same line roughly an hour later on the same day. These details have fueled discussions about visibility, especially against canyon backgrounds, and whether current marking practices meet the demands of high-speed, low-level rotorcraft operations.
Separate from the industry coalition, Arizona lawmakers and U.S. senators from Oregon—where the victims resided—have also pressed the FAA for action through congressional letters. These communications echo calls for standardized obstruction marking and improved pilot awareness tools. The International Slackline Association expressed condolences while confirming that authorities had been notified in advance of the installation.
The incident underscores a broader challenge in the national airspace system: balancing growing participation in adventure sports with the safety needs of aircraft that routinely operate below 1,000 feet. Helicopters conducting tours, agricultural work or utility patrols are particularly exposed. Industry leaders hope the FAA will respond with updated guidance or revised procedures that improve detection and avoidance without unduly restricting legitimate land-based activities.
As the NTSB investigation continues beyond the preliminary findings, the coalition's proactive stance aims to translate the tragedy into systemic improvements. Aviation safety experts stress that while no single measure eliminates all risk, better integration of temporary obstruction data across modern avionics and increased cross-community education could prevent future occurrences.