History of Flight
On August 5, 2023, about 1206 mountain daylight time, a Nanchang China CJ-6A airplane, registration N4184G, was substantially damaged when it was involved in an accident near Peyton, Colorado. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Several witnesses reported observing the accident airplane and another airplane of similar make and model perform low passes and maneuvers together in the vicinity of Meadow Lake Airport (FLY), Colorado Springs, Colorado.
According to the pilot of the lead airplane, he and the accident pilot were performing an honor flight at the conclusion of a retirement ceremony, which they had discussed the day before. The lead pilot stated that, on the morning of the accident, they briefed the honor flight and completed a practice flight, which included station keeping, overhead breaks, and practice maneuvers. The lead pilot reported that the initial flight went “really well,” and he knew of no anomalies with the accident airplane.
After a 1-hour break, the lead pilot and accident pilot taxied past the ceremony and completed a preflight run-up for the honor flight. They departed about 1155, with the lead airplane first, followed by the accident airplane. After joining up, they executed an overhead pattern with a break, departed east, returned for a second overhead pattern and break, then completed two low passes, pulled up, and planned to return for one final low pass. The lead pilot reported no aerobatic maneuvers during the honor flight.
A witness performing an instructional flight in the traffic pattern reported that while on left downwind for runway 15, she saw the lead airplane perform a low pass, and the second airplane was ahead of her on left base. As she transitioned to left base, she observed the second airplane pitch up near vertical and perform an aileron roll, then enter a spin. The airplane descended in a spin, passed under her airplane about 500-700 ft above ground level, then impacted the ground.
The lead pilot stated he did not observe the accident but heard another pilot report it over the CTAF. He overflew the area but could not locate the accident site and landed. Another witness at the airport reported seeing the accident airplane pitch up and bank left about 60° to 90° as it transitioned from base to final approach, then enter a right spin with one to two revolutions before impact. A witness near the accident site stated the airplane was in a right-banked, nose-down descent with a loud engine.
Review of ADS-B data from the FAA showed that during the practice flight, both airplanes performed relatively uniform maneuvers about 15 miles northeast of the airport and then two passes over runway 15 with left turns. During the second flight, the lead airplane’s data showed non-uniform passes over the runway with left turns and one right turn about 1/2-mile northwest of the approach end of runway 15. No ADS-B data was received from the accident airplane during the second flight.
Personnel Information
The pilot’s logbook was not recovered, and he did not report any civil flight hours during his FAA medical examination in 2017. The pilot was a member of the Red Star Pilots Association (RSPA). According to RSPA, he completed wingman ground school on September 16, 2021, and an air show operations quiz on September 18, 2021. On the wingman application, he verified at least 350 hours of flight time and at least 10 hours of formation time within the previous 2 years.
According to the FAA medical case report, the pilot’s last aviation medical examination was in October 2017. He reported no medications or medical conditions at that time, although he had previously reported diabetes controlled with diet and exercise and had been issued a Letter of Eligibility for this condition in November 2015. His medical certificate subsequently expired. The pilot completed a BasicMed Course and reported completing a BasicMed Comprehensive Medical Examination Checklist, both in September 2019.
Wreckage and Impact Information
The wreckage was located in front of a residence about 1 mile northeast of the approach end of runway 15. The first point of impact was a ground scar containing fragments of the right wing. The second point was a ground scar with sections of lower forward fuselage skin. Abrasions and broken tree limbs were noted on a tree at the bank of a pond. The separated left wing and fuselage sections were near the tree. The main wreckage came to rest on a southeast heading about 158 ft from the initial impact area and about 75 ft across the pond from the damaged tree. The engine, propeller, and about 5 ft of inboard right wing were recovered from the pond. The airplane sustained substantial damage to the fuselage, wings, and empennage. All major components were located at the accident site.
Examination revealed the left and right wings exhibited impact damage and were separated from the fuselage. The right aileron remained attached; the left aileron was impact separated. Aileron control rods were impact separated at various locations. Impact damage was noted to the empennage. Rudder and elevator control continuity was established from cockpit to flight controls. Left and right wing fuel tanks were breached from impact forces. About 10 gallons of fuel was recovered from the left tank and was clear of debris. No anomalies were noted in the fuel system.
The engine was impact separated from the airframe, and its mount was fragmented. The propeller assembly and a portion of the planetary gear section were separated. Both propeller blades exhibited S-bending and chordwise abrasions; the hub showed torsional deformation. No preaccident anomalies were observed that would have precluded normal operation.
Additional Information
Title 14 CFR 91.3039(e) states that no person may operate an aircraft in aerobatic flight below an altitude of 1,500 ft above the surface. The regulation defines aerobatic flight as an intentional maneuver involving an abrupt change in attitude, an abnormal attitude, or abnormal acceleration not necessary for normal flight.
Medical and Pathological Information
The El Paso County Coroner performed an autopsy on the pilot. The cause of death was determined to be from multiple blunt force injuries, and the manner of death was accident.
Postmortem toxicological testing by the FAA Forensic Sciences Laboratory measured a hemoglobin A1c (HbA1c) of 12% in cavity blood and a urine glucose of 803 mg/dL. HbA1c is an indirect measure of average blood sugar over about 3 months. An HbA1c of 6.5% or higher indicates diabetes. For a person with diabetes, HbA1c less than 7% generally indicates good control. An HbA1c of 12% corresponds to an estimated average blood sugar of about 300 mg/dL over the preceding few months. Urine glucose normally is 25 mg/dL or less; the FAA toxicology laboratory considers postmortem urine glucose above 100 mg/dL abnormal.
Tests and Research
A Sentry Plus portable ADS-B and GPS receiver was recovered from the wreckage and sent to the NTSB Recorders Laboratory for data recovery. Examination revealed impact damage, and its internal microSD card, which would store track log data, was absent. Therefore, no data were recovered from the device.