History of Flight
On October 21, 2016, about 1430 eastern daylight time, an experimental Nanchang CJ-6A airplane, N10EB, impacted terrain near Blackshear, Georgia, after a midair collision while maneuvering in formation with another experimental Nanchang CJ-6A airplane, N33CY. The private pilot of N10EB was fatally injured, and the airplane was substantially damaged by impact forces and a postcrash fire. The airline transport pilot and the passenger aboard N33CY were not injured, and the airplane sustained minor damage. Both airplanes were privately owned and operated under Title 14 Code of Federal Regulations Part 91 as personal flights. Visual meteorological conditions prevailed, and no flight plan was filed for either local flight, which departed from Waycross-Ware County Airport (AYS), Waycross, Georgia.
The formation flight was part of an event organized by the Red Star Pilots Association. The two accident airplanes were part of a four-airplane formation, with N10EB in the No. 3 position and N33CY in the No. 1 (lead) position. The formation was a "fingertip strong" left formation. The call sign "Bama" was used: Bama 1 (lead), Bama 2, Bama 3, and Bama 4. Bama 1 had a passenger in the rear seat; Bama 2 and Bama 4 each had a safety pilot. The Bama 1 pilot stated that the Bama 3 pilot had proficiency status for the formation flight.
About 1400, the four airplanes took off in staggered 15-second spacing and departed to the northeast for several formation maneuvers, including pitch-outs and rejoins. The accident occurred during the fourth pitch-out and rejoin maneuver. The previous three maneuvers were successful. During the fourth rejoin, at about 2,500 ft mean sea level, Bama 1 was in a standard-rate right turn. Bama 2 was aft and to the right of Bama 1. Bama 3 was expected to maneuver to the left formation spot on the outside of the turn. Bama 4 was following about 1,000 ft behind Bama 3. The Bama 1 pilot reported seeing Bama 3 approaching from the right at an acute angle with a high rate of closure, and the pilot was not adjusting the airplane's flight path. The Bama 1 pilot radioed, "Bama [3] you are overshooting. Take it to the outside!" and reported that Bama 3 disappeared under his airplane's right front. He then looked left expecting to see Bama 3 emerge, but the collision occurred. The Bama 2 pilot reported hearing a radio call "underrun" and then saw Bama 3 below Bama 1, climb steeply, and impact Bama 1. The Bama 4 pilot saw Bama 3 suddenly pitch up and its horizontal stabilizer separate. Following impact, Bama 3's entire tail separated, the airplane pitched down, entered uncontrolled flight, and impacted terrain. Bama 1 maneuvered to AYS and landed safely.
Personnel Information
The Bama 3 pilot, age 65, held a Federal Aviation Administration private pilot certificate with an airplane single-engine land rating and an FAA third-class medical certificate with corrective lens limitation. His most recent medical examination on July 9, 2015, reported 1,020 hours total flight experience and 50 hours in the last 6 months. His logbooks were not recovered. The Bama 1 pilot, age 67, held an FAA airline transport pilot certificate with airplane single- and multi-engine land ratings and a flight instructor certificate. He held an FAA second-class medical certificate without limitations and reported 18,500 hours total flight experience. He reported 61 hours in Nanchang CJ-6A airplanes, with 13 and 3 hours in the previous 90 and 30 days, respectively. Both pilots were qualified as Formation and Safety Team (FAST) cardholders: the Bama 3 pilot as a FAST wingman since 2007, and the Bama 1 pilot as a FAST wingman since 2004 and FAST lead pilot since 2010.
Aircraft Information
N10EB (Bama 3), manufactured in 1969, had a Vedeneye M14P 360-horsepower radial engine and a wooden three-blade constant-speed propeller. It received a special airworthiness certificate (experimental exhibition) on August 12, 2004, and was purchased by the pilot on August 9, 2004. At its last annual inspection on November 18, 2015, the airframe had 3,760 hours and the engine had 1,011 hours. N33CY (Bama 1), manufactured in 1985, had a Housai HS-6A 285-horsepower radial engine and a metal two-blade constant-speed propeller. It received a special airworthiness certificate (experimental exhibition) on October 6, 2008. At its last annual inspection on September 16, 2016, the airframe had 3,122 hours; engine hours since then could not be determined. Both airplanes were low-wing, semi-monocoque construction with tandem seating under a bubble-top plexiglass canopy.
Meteorological Information
The 1415 weather observation at AYS reported wind from 320° at 12 knots, visibility 10 statute miles, clear sky, temperature 28°C, dew point 12°C, and altimeter setting 29.79 inches of mercury.
Wreckage and Impact Information
Bama 3's main wreckage was in a dirt field about 8 miles northeast of AYS. The empennage was missing aft of the vertical stabilizer fairing and came to rest about 1,200 ft southwest of the main wreckage. The nose was on a 35° heading. All major structural components were accounted for. The airplane sustained significant compression damage; the engine remained attached to the firewall. The propeller blades were shattered about 9 inches from the spinner. Examination revealed no mechanical malfunctions or failures that would have precluded normal operation. The fuel tanks remained intact with about 25 gallons of fuel; the header tank ruptured, causing a postcrash fire that consumed the cockpit. Control continuity was confirmed for ailerons, elevator, and rudder. The left vertical stabilizer, left elevator, and rudder showed propeller blade strike damage. Bama 1's propeller had gouges and scrapes, with one blade gouged ¾ inch into the leading edge. Blue and red paint transfer (colors of Bama 3) were observed on the propeller and on scrapes and a dent on the right wing leading edge about 4 ft from the wing root.
Medical and Pathological Information
An autopsy determined the cause of death of the Bama 3 pilot as multiple injuries. The autopsy noted 50% stenosis in the proximal left anterior descending coronary artery. Toxicology testing by the FAA's Bioaeronautical Research Sciences Laboratory identified tetrahydrocannabinol (THC) in lung and cavity blood, but the amount could not be quantified. THC's inactive metabolite, tetrahydrocannabinol carboxylic acid, was identified at 0.0487 ug/g in lung and 0.0071 ug/ml in cavity blood. No carbon monoxide or ethanol was found.
Additional Information
The Red Star Pilots Association formation manual, which all members must read, detailed procedures for formation flying, including turning rejoin and overshoot maneuvers. The manual described that during a turning rejoin, the flight leader initiates a turn with approximately 25° to 30° of bank, maintaining constant bank, airspeed, and altitude. Wingmen use a six-step procedure. For overshoots, wingmen make a radio call, and No. 3 and No. 4 delay their rejoins to give No. 2 time and space. Common errors include not recognizing excessive closure and flying forward of the leader's 3/9 line.