ERA17FA027

Aircraft 1 The Bama 3 pilot's failure to properly conduct an overshoot maneuver and his premature climb before he was clear of the lead airplane, Bama 1, which lead to a midair collision. --- Aircraft 2 The Bama 3 pilot's failure to properly conduct an overshoot maneuver and his premature climb before he was clear of the lead airplane, Bama 1, which lead to a midair collision

The accident occurred during the third formation of a four-airplane formation flight when two of the airplanes, call sign Bama 3 and call sign Bama 1, collided midair. After performing three successful formations involving pitchouts and rejoin maneuvers at an altitude of 2,500 ft msl, the pilots began a fourth rejoin maneuver. The lead airplane, Bama 1 was established in a right turning rejoin. The second airplane in the formation, Bama 2, joined the lead airplane on the inside of the turn, about 45° aft of Bama 1's right wing. The third airplane in the formation, Bama 3, was expected to approach from the inside of the turn and cross behind and under the formation to join the outside of the turn off of Bama 1's left wing. However, during the approach, the pilot of Bama 3 was forward of (actue), instead of behind, Bama 1's position. In addition, the Bama 3 airplane had a high closure rate, and the Bama 3 pilot did not announce that he was "overshooting" in accordance with the formation flying group's published guidelines; An overshoot is necessary to dissipate the energy of an approaching airplane with a high rate of closure by flying wide to the outside of the formation. The pilot of Bama 1 saw that the Bama 3 pilot was approaching at an acute angle and high closure rate and instructed him over the radio to "take it to the outside" to overshoot. As Bama 3 approached Bama 1 from the right, the Bama 1 pilot saw Bama 3 pass under his airplane from the right and expected to see the airplane emerge off of Bama 1's left side. However, the pilot of Bama 2 reported that, as Bama 3 passed under Bama 1, Bama 3 climbed steeply and collided with Bama 1. The propeller of Bama 1 struck the tail of Bama 3 as it climbed, severing the tail from the airplane. Bama 3 then pitched down, entered uncontrolled flight, and impacted terrain. Initially, the pilot of Bama 3 mismanaged the rejoin maneuver by closing with the lead at to high of a rate, remaining forward of the lead airplane, and not recognizing that his airplane was directly approaching the lead airplane. He then failed to properly conduct an overshoot maneuver that would take him below and behind the lead airplane and instead, passed directly underneath the lead airplane from the right and initiated a climb before his airplane was clear of the lead, which resulted in the collision. The autopsy results for the Bama 3 pilot found evidence of mild coronary artery disease, which did not affect the pilot's performance during the accident flight. Toxicological testing indicated that the Bama 3 pilot had used marijuana, but the amount of tetrahydrocannabinol (THC, the active component in marijuana) was too low to be quantified. While the amount of THC's inactive metabolite could be quantified, there was not sufficient evidence to determine whether the pilot's marijuana use contributed to the accident.

Aircraft 1 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. Both flights were being operated under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as personal flights. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed for either of the local flights, which departed from Waycross-Ware County Airport (AYS), Waycross, Georgia. The formation flight was a part of an event organized by the Red Star Pilots Association. One purpose of the event was for the association's members to practice their formation flying skills. The two accident airplanes were part of a four-airplane formation, with N10EB in the No. 3 position in the formation and N33CY in the No. 1 (lead) position. The formation flight was conducted with two other Nanchang airplanes and involved a "fingertip strong" left formation, in which there are an even number of airplanes in formation, the left side of the formation has an extra airplane on the left (outside) when looked at from above. For the formation flight, the call sign "Bama" was used. Bama 1 was the lead airplane, and Bama 2 through 4 were the second through fourth airplanes in the formation, respectively; Bama 1 and Bama 3 were the airplanes involved in the midair collision. Bama 1 had a passenger in the rear seat, and Bama 2 and 4 each had a safety pilot in the rear seat because the Bama 2 pilot was in a training status and the Bama 4 pilot was receiving a "recommendation ride" for formation proficiency. 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. The airplanes departed the traffic pattern to the northeast where they began several different formation maneuvers, including pitch-outs and subsequent rejoins. The accident occurred during the fourth pitch-out and rejoin maneuver of the day. The airplanes in the formation had successfully executed three pitchouts and rejoin maneuvers. During the fourth rejoin maneuver, at an altitude of about 2,500 ft mean sea level (msl), Bama 1, the lead airplane, was established in a standard-rate right turn, and Bama 2, after maneuvering inside of the turn, was positioned aft and to the right of Bama 1. Bama 3 was expected to maneuver toward the left formation spot on the outside of the turn and off the left wing of Bama 1 (see figure 1). Bama 4 was following about 1,000 ft behind Bama 3 and had not yet performed his rejoin maneuver. The Bama 1 pilot reported that he saw Bama 3 approaching from the right at an acute angle (forward of the desired bearing line and at a high aspect angle), at a high rate of closure, and the pilot was not adjusting the airplane's flight path. The Bama 1 pilot announced on the radio, "Bama [3] you are overshooting. Take it to the outside!" The Bama 1 pilot further reported that Bama 3 had "disappeared under my [airplane's] right front." The Bama 1 pilot then looked to the left because he expected to see Bama 3 emerge from under his airplane and continue the lateral movement outside of the formation's turn, but instead the collision occurred. Figure 1. Bama 1 pilot's depiction of the formation of airplanes before the accident. Red annotations added for clarity. The Bama 2 pilot reported that, during the rejoin maneuver, his airplane was positioned off of Bama 1's right wing. The Bama 2 pilot stated that he heard the radio call "underrun" and then saw Bama 3 below Bama 1. The Bama 2 pilot also stated that the Bama 3 climbed steeply and impacted Bama 1. The Bama 4 pilot reported that, when his airplane was about 1,000 ft from the other airplanes in the formation, he saw Bama 3 suddenly pitch up and then saw that the airplane's horizontal stabilizer had separated from the fuselage. Following Bama 3's impact with Bama 1, the entire tail of Bama 3 separated. Bama 3 then pitched down, entered uncontrolled flight, and impacted terrain. After the collision, Bama 1 maneuvered toward AYS and landed safely. PERSONNEL INFORMATION The Bama 3 pilot, age 65, held a Federal Aviation Administration (FAA) private pilot certificate with an airplane single-engine land rating. He held an FAA third-class medical certificate with the limitation to wear corrective lenses. His most recent medical examination occurred on July 9, 2015, at which time he reported 1,020 hours total flight experience and 50 hours during the last 6 months. The pilot's logbooks were not recovered. The Bama 1 pilot, age 67, held an FAA airline transport pilot certificate with airplane single- and multi-engine land. He also held a flight instructor certificate with a rating for airplane single-engine. He held an FAA second-class medical certificate without any limitations and reported 18,500 hours total flight experience on his FAA medical certificate application dated June 23, 2016. The pilot also reported 61 hours of flight experience in Nanchang CJ-6A airplanes with 13 and 3 hours in the previous 90 and 30 days, respectively. At the time of the accident, both the Bama 3 and Bama 1 pilots were qualified as a Formation and Safety Team (FAST) cardholders. The Bama 3 pilot had qualified as a FAST wingman in 2007. The Bama 1 pilot had qualified as a FAST wingman in 2004 and as a FAST lead pilot in 2010. According to the FAA, pilots who possess FAST cards "have received sufficient training and have been evaluated to conduct formation flying in a safe manner." AIRCRAFT INFORMATION The Bama 3 airplane (N10EB) was manufactured in 1969 and contained a Vedeneye M14P 360-horsepower radial engine and a wooden three-blade constant-speed propeller. The airplane received a special airworthiness certificate, experimental exhibition, on August 12, 2004. The Bama 3 pilot purchased the airplane on August 9, 2004. At the time of the airplane's last annual inspection on November 18, 2015, the airplane had accumulated a total of 3,760 hours on the airframe and a total of 1,011 hours on the engine. The Bama 1 airplane (N33CY) was manufactured in 1985 and contained a Housai HS-6A, 285-horsepower radial engine and a metal two-blade constant-speed propeller. The airplane received a special airworthiness certificate, experimental exhibition, on October 6, 2008. At the time of the airplane's last annual inspection on September 16, 2016, the airplane had accumulated a total of 3,122 hours on the airframe. The total number of hours that the engine had accumulated since the last annual inspection could not be determined from the available evidence. Both airplanes were low-wing designs of semi-monocoque construction with tandem seating under a bubble-top plexiglass canopy windscreen. METEOROLOGICAL INFORMATION The AYS 1415 weather observation indicated the following: 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. AIRPORT INFORMATION AYS was a public, nontowered, uncontrolled airport located 3 miles northwest of Waycross, Georgia. AYS had three asphalt runways, 01/19, 05/23, and 13/31. Communications on the CTAF/UNICOM for AYS were not recorded at the time of the accident. WRECKAGE AND IMPACT INFORMATION Bama 3 The Bama 3 main wreckage was located in a dirt field about 8 miles northeast of AYS. All sections of the airplane except for the empennage, which was mis --- Aircraft 2 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. Both flights were being operated under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as personal flights. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed for either of the local flights, which departed from Waycross-Ware County Airport (AYS), Waycross, Georgia. The formation flight was a part of an event organized by the Red Star Pilots Association. One purpose of the event was for the association's members to practice their formation flying skills. The two accident airplanes were part of a four-airplane formation, with N10EB in the No. 3 position in the formation and N33CY in the No. 1 (lead) position. The formation flight was conducted with two other Nanchang airplanes and involved a "fingertip strong" left formation, in which there are an even number of airplanes in formation, the left side of the formation has an extra airplane on the left (outside) when looked at from above. For the formation flight, the call sign "Bama" was used. Bama 1 was the lead airplane, and Bama 2 through 4 were the second through fourth airplanes in the formation, respectively; Bama 1 and Bama 3 were the airplanes involved in the midair collision. Bama 1 had a passenger in the rear seat, and Bama 2 and 4 each had a safety pilot in the rear seat because the Bama 2 pilot was in a training status and the Bama 4 pilot was receiving a "recommendation ride" for formation proficiency. 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. The airplanes departed the traffic pattern to the northeast where they began several different formation maneuvers, including pitch-outs and subsequent rejoins. The accident occurred during the fourth pitch-out and rejoin maneuver of the day. The airplanes in the formation had successfully executed three pitchouts and rejoin maneuvers. During the fourth rejoin maneuver, at an altitude of about 2,500 ft mean sea level (msl), Bama 1, the lead airplane, was established in a standard-rate right turn, and Bama 2, after maneuvering inside of the turn, was positioned aft and to the right of Bama 1. Bama 3 was expected to maneuver toward the left formation spot on the outside of the turn and off the left wing of Bama 1 (see figure 1). Bama 4 was following about 1,000 ft behind Bama 3 and had not yet performed his rejoin maneuver. The Bama 1 pilot reported that he saw Bama 3 approaching from the right at an acute angle (forward of the desired bearing line and at a high aspect angle), at a high rate of closure, and the pilot was not adjusting the airplane's flight path. The Bama 1 pilot announced on the radio, "Bama [3] you are overshooting. Take it to the outside!" The Bama 1 pilot further reported that Bama 3 had "disappeared under my [airplane's] right front." The Bama 1 pilot then looked to the left because he expected to see Bama 3 emerge from under his airplane and continue the lateral movement outside of the formation's turn, but instead the collision occurred. Figure 1. Bama 1 pilot's depiction of the formation of airplanes before the accident. Red annotations added for clarity. The Bama 2 pilot reported that, during the rejoin maneuver, his airplane was positioned off of Bama 1's right wing. The Bama 2 pilot stated that he heard the radio call "underrun" and then saw Bama 3 below Bama 1. The Bama 2 pilot also stated that the Bama 3 climbed steeply and impacted Bama 1. The Bama 4 pilot reported that, when his airplane was about 1,000 ft from the other airplanes in the formation, he saw Bama 3 suddenly pitch up and then saw that the airplane's horizontal stabilizer had separated from the fuselage. Following Bama 3's impact with Bama 1, the entire tail of Bama 3 separated. Bama 3 then pitched down, entered uncontrolled flight, and impacted terrain. After the collision, Bama 1 maneuvered toward AYS and landed safely. PERSONNEL INFORMATION The Bama 3 pilot, age 65, held a Federal Aviation Administration (FAA) private pilot certificate with an airplane single-engine land rating. He held an FAA third-class medical certificate with the limitation to wear corrective lenses. His most recent medical examination occurred on July 9, 2015, at which time he reported 1,020 hours total flight experience and 50 hours during the last 6 months. The pilot's logbooks were not recovered. The Bama 1 pilot, age 67, held an FAA airline transport pilot certificate with airplane single- and multi-engine land. He also held a flight instructor certificate with a rating for airplane single-engine. He held an FAA second-class medical certificate without any limitations and reported 18,500 hours total flight experience on his FAA medical certificate application dated June 23, 2016. The pilot also reported 61 hours of flight experience in Nanchang CJ-6A airplanes with 13 and 3 hours in the previous 90 and 30 days, respectively. At the time of the accident, both the Bama 3 and Bama 1 pilots were qualified as a Formation and Safety Team (FAST) cardholders. The Bama 3 pilot had qualified as a FAST wingman in 2007. The Bama 1 pilot had qualified as a FAST wingman in 2004 and as a FAST lead pilot in 2010. According to the FAA, pilots who possess FAST cards "have received sufficient training and have been evaluated to conduct formation flying in a safe manner." AIRCRAFT INFORMATION The Bama 3 airplane (N10EB) was manufactured in 1969 and contained a Vedeneye M14P 360-horsepower radial engine and a wooden three-blade constant-speed propeller. The airplane received a special airworthiness certificate, experimental exhibition, on August 12, 2004. The Bama 3 pilot purchased the airplane on August 9, 2004. At the time of the airplane's last annual inspection on November 18, 2015, the airplane had accumulated a total of 3,760 hours on the airframe and a total of 1,011 hours on the engine. The Bama 1 airplane (N33CY) was manufactured in 1985 and contained a Housai HS-6A, 285-horsepower radial engine and a metal two-blade constant-speed propeller. The airplane received a special airworthiness certificate, experimental exhibition, on October 6, 2008. At the time of the airplane's last annual inspection on September 16, 2016, the airplane had accumulated a total of 3,122 hours on the airframe. The total number of hours that the engine had accumulated since the last annual inspection could not be determined from the available evidence. Both airplanes were low-wing designs of semi-monocoque construction with tandem seating under a bubble-top plexiglass canopy windscreen. METEOROLOGICAL INFORMATION The AYS 1415 weather observation indicated the following: 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. AIRPORT INFORMATION AYS was a public, nontowered, uncontrolled airport located 3 miles northwest of Waycross, Georgia. AYS had three asphalt runways, 01/19, 05/23, and 13/31. Communications on the CTAF/UNICOM for AYS were not recorded at the time of the accident. WRECKAGE AND IMPACT INFORMATION Bama 3 The Bama 3 main wreckage was located in a dirt field about 8 miles northeast of AYS. All sections of the airplane except for the empennage, which was miss