History of Flight
On August 21, 2011, at 1335 eastern daylight time, an attempted aerial transfer of a wing walker from a Boeing A75N1 Stearman airplane, N49739, to a Hughes 269C helicopter, N7505B, resulted in a fatal injury to the wing walker during an air show performance at Selfridge Air National Guard Base (MTC), Mt. Clemens, Michigan. Neither aircraft was damaged, and neither pilot was injured. Both aircraft landed normally after the accident. The flight was conducted under 14 Code of Federal Regulations Part 91 and a Certificate of Waiver issued for the air show. Visual meteorological conditions prevailed, and the flight was not operated on a flight plan. The local flight originated from RMY about 1315.
The airplane pilot reported that the wing walker fell during their third pass along the air show line. The wing walker was to wait for a cue from the helicopter pilot before attempting the transfer. The pilot stated that the wing walker jumped to reach the skid on the helicopter before it was in position, releasing his hold on the airplane handle. Unable to regain a grip, he fell. The helicopter pilot confirmed that on the third pass, the wing walker attempted to grab the helicopter skid prior to the briefed transfer point, lunging with both hands before the aircraft were in position. The wing walker tried to return to the airplane but could not grab anything, falling approximately 150 feet to the ground.
Federal Aviation Administration (FAA) inspectors near the air boss control trailer noted that the aircraft appeared within the aerobatic box boundaries when the wing walker fell. The wing walker impacted a grass area about 1,100 feet east of runway 1-19 and 300 feet north of the perpendicular access road. He was transported to a local hospital and pronounced dead.
Personnel Information
According to FAA records, the wing walker did not hold a pilot certificate. The FAA does not require specific certification or training for wing walkers or aerial transfer performers. The wing walker had performed with the airplane pilot for about 10 years and reportedly performed similar acts with other pilots prior. He had been a member of the International Council of Air Shows since 2008.
The airplane pilot held an airline transport pilot certificate with multiple ratings, including single-engine land and sea airplane, multi-engine land and sea airplane, and helicopter. He also held a flight instructor certificate. He reported 41,000 hours total flight time, with approximately 10,000 hours in a Boeing A75N1 Stearman. His most recent flight review was completed on July 23, 2011, and he held a first class medical certificate with a limitation for corrective lenses.
The helicopter pilot also held an airline transport pilot certificate with similar ratings and a flight instructor certificate. He reported 17,815 hours total flight time, with approximately 1,500 hours in a Hughes 269C. His most recent flight review was on April 7, 2011, and he held a second class medical certificate with corrective lens limitation.
Both pilots possessed current Statement of Aerobatic Competency authorizations with aerial transfer endorsements. The airplane pilot's authorization also included a wing walking endorsement.
Aircraft Information
The airplane, N49739, was a 1943 Boeing A75N1, serial number 75-4462, a World War II-era biplane with an open cockpit, tandem seating, and conventional landing gear. It was powered by a 225-horsepower Continental Motors R-670-6N radial engine. The airplane had accumulated about 8,390 hours at the time of its most recent annual inspection on June 15, 2011, with about 37 additional hours since. The engine had about 1,030 hours total time, with approximately 330 hours since overhaul. The airplane was equipped with two hand holds along the trailing edge of the upper wing near the forward cockpit and one additional hand hold mid-chord on the upper wing centerline.
The helicopter, N7505B, was a Hughes 269C, serial number S1205, a two-place aircraft with conventional skid landing gear. It was powered by a 190-horsepower Lycoming HIO-360-D1A engine. The helicopter had accumulated about 5,782 hours at the time of the accident, with its most recent annual inspection on December 20, 2010, and about 13 hours since. The engine had about 7,657 hours total time, with approximately 131 hours since overhaul. The helicopter was equipped with padding applied to the forward portion of the left landing skid, the area used by the wing walker during the transfer.
Meteorological Information
At 1255, weather at Selfridge ANGB included wind from 270 degrees at 7 knots, visibility 7 miles, few clouds at 2,000 feet agl, scattered at 9,000 feet, broken at 12,000 feet, temperature 24°C, dew point 16°C, altimeter 29.88 inches of mercury. At 1355, conditions were wind from 270 degrees at 13 knots, visibility 7 miles, scattered at 4,500 and 12,000 feet, broken at 18,000 feet, temperature 25°C, dew point 13°C, altimeter 29.87 inches of mercury.
Wreckage and Impact Information
The wing walker struck the ground in a grass area about 1,100 feet east of runway 1-19 and 300 feet north of the perpendicular access road, within the designated air show aerobatic performance area. No ground personnel or spectators were injured. Both aircraft landed safely without damage, and pilots reported no failures or malfunctions during the flight.
Additional Information
The Selfridge 2011 air show took place on August 20 and 21. Performances included military and civilian aircraft, as well as the aerial transfer. No anomalies or difficulties were reported for the August 20 shows. The airplane pilot performed as part of the Untied Team: Mohr & Buis, which conducted formation flight, wing walking, and aerial transfer maneuvers. He had been performing in air shows for 36 years and in aerial transfers for 18 years, typically at 5-10 venues per season. The helicopter pilot performed a solo routine under the name Otto the Helicopter, in addition to the aerial transfer. He had performed this act with the wing walker many times over the previous 6 years.