N1370VBoeing E75 · 1943

On November 10, 2012, about 1055 eastern standard time, an experimental amateur-built Vans RV-12 (RV-12), N678AD, and a Boeing E75 (Stearman), N1370V, both operated by private individuals, collided in midair while on approach to the Peach State Airport (GA2), Williamson, Georgia. The private pilot in the RV-12 and the airline transport pilot in the Stearman were not injured. Visual meteorological conditions prevailed and no flight plans were filed for either flight. The RV-12 departed the Covington Municipal Airport (CVC), Atlanta, Georgia. The Stearman departed Seven Lakes Airport (62GA), Jackson, Georgia. Both airplanes were operated as personal flights in accordance with 14 Code of Federal Regulations Part 91.

Peach State airport was a privately owned, non-towered airport with an elevation of about 930 feet mean sea level (msl) and a traffic pattern attitude of 1,800 feet msl.

According to a Federal Aviation Administration (FAA) inspector, a Veteran's Day celebration was being held at the airport, and the Stearman was the lead airplane in a flight of three Stearmans that planned to over-fly the airport at an altitude of 1,800 feet mean sea level (msl). The pilot of the RV-12 reported that he overflew the airport at an altitude of about 2,000 feet msl and planned to enter a right downwind for runway 13. The Stearman reported that he was flying from south to north and planned to enter a right downwind for runway 13, continue to the northwest, and maneuver back for a 360 degree turn over the runway. Both pilots stated that they communicated their respective positions and intentions over the airport's common traffic advisory frequency (CTAF). In addition, they were attempting to visually acquire each other when the two airplanes collided. Both pilots were subsequently able to land their respective airplanes without further incident.

Examination of the airplanes by an FAA inspector revealed that the lower left side of the RV-12's fuselage, just aft of the cowling, and the Stearman's rudder sustained substantial damage. In addition, the RV-12's nose gear fairing also contained damage consistent with contact with the Stearman's rudder. An approximate 20-inch portion of the top of the Stearman's rudder was folded to the left about 90 degrees.

A witness, who was operating the Unicom/CTAF frequency at GA2, stated that the pilot of the RV-12 reported inbound via an overhead to the right downwind for runway 13. He advised the pilot of the RV-12 of two other aircraft entering the downwind for runway 13, who then stated that he would execute a 360 and re-enter the traffic pattern. The witness was observing an airplane clear the runway after landing, when heard the pilot of the Stearman report inbound from the southeast for a practice fly-by. About 1 minute later, the pilot of the RV-12 reported entering the downwind for runway 13. He subsequently observed the Stearman approaching from the south, and the RV-12 approaching from the southeast. He asked the Stearman if they had the RV-12 insight; however, just as he released the microphone key, the two airplanes overlapped. He could not tell the approximate position of the two airplanes to each other from his vantage point, and initially believed they experienced a near-miss.

The accident was not captured on radar; however, both pilots reported that they were utilizing handheld Garmin global positioning system (GPS) receivers, which were forwarded to the NTSB Vehicle Recorders Laboratory, Washington, D.C., for data download.

The Stearman pilot was utilizing a Garmin GPSMAP 96C; however, flight information for the Stearman could not be extracted due to the record function having been disabled.

The RV-12 pilot was utilizing a Garmin GPSMAP 496, which captured the accident flight and revealed that the RV-12 overflew the airport at a GPS altitude of about 2,400 feet and entered the downwind leg of the traffic pattern for runway 13 about 1054. The RV-12 was at a GPS altitude of about 1,800 feet, a heading of about 310 degrees, and an airspeed of about 85 knots, at the time of the collision.

FAA FAR 91.113, Right-of-way rules: Except water operations, stated in part:

"…(b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.…"

According to the pilot, after takeoff, at an altitude of 100 feet, the engine’s right side cowling door became unsecured. He stated that the door was flopping wildly and "banging into the air intake on top of the cowling. As the pilot began to maneuver toward the airport to land, the cowling started to move to the closed position, and the pilot attempted to further close the door with some slight rudder input. The pilot stated that he was fixated on keeping the cowling closed and let the airspeed slow to the point that the airplane started to sink. The pilot applied full power to recover, but did not have enough altitude to regain flying speed. The airplane impacted trees, resulting in substantial damage to the upper and lower wings. The pilot stated that there were no mechanical malfunctions or anomalies with the airplane. A Federal Aviation Administration inspector examined the cowling camlocks and found them to be in good condition.