N16DDStevens R P/Mccright D W VANS RV-6 · 2003

On August 13, 2011, approximately 1130 central daylight time, N16DD, an experimental-amateur built Stevens/McCright Vans RV-6 airplane, was substantially damaged, when it collided with N189DK, an experimental-amateur built Douglas Knab Vans RV-8 airplane, approximately 15 miles north of Lone Star Executive Airport (CXO), near Conroe, Texas, while practicing formation flight. The airline transport pilot flying the RV-6 was fatally injured and the private pilot flying the RV-8 made a forced landing to a field and sustained minor injuries. Both airplanes were registered to and operated by the respective pilot. No flight plan was filed for the flight that departed CXO at 1100. Visual meteorological conditions prevailed for the flight conducted under 14 Code of Federal Regulations Part 91.

Both the RV-8 and RV-6 pilots were members of Freedom Flight (also known as the Freedom Flight Aviators), which includes seven pilots and their low-wing,experimental-amateur-built Vans RV aircraft. According to their website, Freedom Flight pilots are all professional aviators, either former military or current and retired airline pilots. All are extensively trained in formation flying, discipline and safety. The Freedom Flight mission is to,"...Foster community pride and patriotism through precision formation flight exhibitions in support of community events, and through missing-man demonstrations to honor all those soldiers, sailors, airmen and marines who have given their lives to protect the freedoms we enjoy." The pilot of the RV-8 stated the team was practicing for an event that was to take place the following weekend. He said all seven pilots met for a 30 minute brief prior to the flight, during which time, the formations were discussed and positions/numbers were assigned to each pilot.

After the pre-flight briefing, all seven pilots taxied their airplanes out to the runway and departed around 1100. The pilot of the RV-8, which was colored silver, and the pilot of the RV-6, painted red, were the last two airplanes to depart. After reaching altitude, the pilots began to practice their flight routine. At one point, the lead pilot instructed the pilots to enter their assigned fingertip or V formations. The lead for the fingertip formation then instructed the pilot of the RV-8 to enter the slot position to make a diamond formation. The lead pilot then instructed the other pilots in the diamond formation to "go trail." Since the pilot of the RV-8 was already in the trail position, he observed the other two airplanes, which included the RV-6, move into their trail positions. He observed the RV-6 and the other aircraft drift behind him and out of view. The pilot of the RV-8 said, "After about 5 seconds I heard a loud bang and immediately the engine stopped dead. Fire shot into the cockpit through the fresh air vent and burned my left arm and stomach area. I saw the orange flames on my left arm. The flame went out almost as fast as it came." Another pilot asked him if he was okay, and he responded that someone had hit him although he never saw anyone or anything hit him.

The pilot of the RV-8 still had control of his airplane despite losing all engine power, and immediately began to look for a place to land. He circled down over a field and landed. During the forced landing, the pilot could see a pillar of smoke rising from a wooded area nearby, where the RV-6 had crashed.

The pilot that was moving into the trail position along with the RV-6 was the only pilot to witness the collision. He said that he and the pilot of the RV-6 were moving into the trail position behind the RV-8 and were approximately 2,000 to 2,500 feet above ground level (agl) in level flight. The RV-6 was supposed to be the last airplane in this formation, but instead moved directly behind the RV-8. The pilot thought that maybe the pilot in the RV-6 forgot which slot he was suppose to take, so he let the pilot of the RV-6 have the position and then he moved behind the RV-6. Shortly after, from a distance of about 30 feet away, he observed the RV-6 drift right under and then climb up into the RV-8. The collision was not violent, even though it caused a large gas explosion/fireball in the RV-8's engine compartment. The other pilot was unsure if the collision was hard enough that it would have injured the pilot of the RV-6. He saw the two airplanes separate and the RV-6 slowly nosed over until it was in an almost 60 degree nose down descent toward the ground. The pilot said the damage to the RV-6 was minimal and it appeared to be "flyable." He said the pilot of the RV-6 "didn't seem in control of his airplane" prior to the collision and thought he might have been incapacitated. However, he did not observe anything unusual with the pilot of the RV-6 that would have indicated a possible medical condition prior to or during the practice flight.

The pilot of N189DK held a private pilot certificate for airplane single-engine land. His last FAA Third Class Medical was issued on March 4, 2010. He reported a total of 1,918 total flight hours; of which, 178 hours were in the RV-8.

The pilot of N16DD held an airline transport pilot rating for airplane single-engine and multi-engine land. He was also a certified flight instructor for airplane single and multi-engine airplane, and instrument airplane. His last FAA Second Class Medical was issued on November 9, 2010. At that time, he reported a total of 37,150 total flight hours.

Weather at Lone Star Executive Airport at 1153, was reported as wind from 240 degrees at 4 knots, visibility 10 miles, few clouds at 4,900 feet, temperature 33 degrees C, dewpoint 22 degrees C, and a barometric pressure setting of 29.99 inches of HG.

Several Federal Aviation Administration (FAA) inspectors responded to both accident sites, which were approximately .3-miles apart. According to one of the inspectors, N16DD impacted wooded terrain and a post-impact fire consumed most of the airplane. Examination of N189DK revealed that the propellers blades were scarred at the tip and exhibited red paint transfer. There were also red paint transfer marks on the lower left side of the engine cowling along with impact marks. The right elevator had been impacted from the front and below. The leading edge of the right wing exhibited impact marks, scrapes and red paint transfer about a quarter of the way down the wing from the fuselage. Both of the main landing gear was spread, and the right gear exhibited dark red paint transfers.

An autopsy was conducted on the pilot of N16DD by the Montgomery County Forensic Services Department, Conroe, Texas, on August 16, 2011. The cause of death was determined to be "multiple blunt injuries sustained as a pilot of an aircraft that crashed with a subsequent fire." The thermal injuries occurred postmortem and did not cause or contribute to death. Their toxicology report indicated a positive reading (4%) for carbon monoxide.

Toxicological testing was conducted by the FAA Toxicology Accident Research laboratory, Oklahoma City, Oklahoma, and was negative for all items tested, including carbon monoxide.