N808TD

HISTORY OF FLIGHT

On March 26, 2011, about 1629 eastern daylight time, an Aerostar S.A. Yak-52, N808TD, registered to and operated by a private individual doing business as Walker Brothers Aircraft, collided with terrain during an aerobatic flight at Flagler County Airport (XFL), Palm Coast, Florida. The personal flight was operated under the provisions of 14 Code of Federal Regulations Part 91, and no flight plan filed. Visual meteorological conditions prevailed. The commercial pilot was fatally injured and the airplane sustained substantial damage due to impact forces and a postcrash fire. The flight departed from XFL about 7 minutes earlier.

The purpose of the flight was performance of aerobatic and non-aerobatic maneuvers by 4 airplanes of Red Thunder Air Show Team for a fly-in at the XFL Airport called “Wings Over Flagler.” Prior to the accident flight the team had flown 2 routines earlier that day; both earlier routines were flown as briefed and were uneventful. The first routine was performed at about 1115, and the second routine was performed about 1400. After the second routine all team members ate at the VIP tent where plenty of water was available.

During the third routine that day, the pilot of the accident airplane and one other pilot of the team were scheduled to perform aerobatic maneuvers while the pilots of the other two airplanes were scheduled to perform non-aerobatic maneuvers during the planned 10 to 15 minute routine. The aerobatic maneuvers scheduled to be performed by the accident pilot in part were a loop, wingover and barrel roll, heart maneuver, then a loop. The accident occurred during the heart maneuver.

The accident pilot was considered the lead pilot for the accident flight. According to a transcription of communications, at 1614:15, the pilot of the accident airplane contacted ground control and advised the controller that the flight of four was ready to taxi to the active runway and planned to fly in the aerobatic box for 15 minutes. The ground controller cleared the flight of four aircraft to taxi to runway 24, and at 1620:45, the accident pilot contacted the local controller and advised that the flight or four aircraft were ready to depart. The controller advised the flight of four aircraft to hold for an arrival then at 1621:48, cleared the flight of four aircraft into position and hold. At 1622:13, the local controller cleared the flight of four aircraft to depart and about 18 seconds later the accident pilot was heard to comment on the frequency, “ah red thunder go company go now.” At 1625:14, the local controller advised the accident pilot that the aerobatic box was cleared for them, which the pilot acknowledged. There were no further recorded transmissions from the accident pilot or any of the pilots of the team airplanes. Additionally, the pilot did not report any failure or malfunction on the frequency the team was utilizing which was also being monitored by the control tower.

The pilot who was performing aerobatics with the accident pilot and who was flying in the right wing position reported he, the accident pilot (lead pilot), and the pilot’s of two other airplanes were performing an aerial routine that was pre-briefed. He and the accident pilot were the only two pilots performing aerobatic maneuvers, and he reported that at the completion of one maneuver (heart) while crossing at the bottom of the maneuver, the accident pilot was to pull up to perform a loop, while he was to pull up and do a Half Cuban Eight maneuver. While at the top of the Half Cuban Eight maneuver, he had visual with the accident pilot and at that time all appeared normal. As he completed the half roll he saw the accident flight in a position that was not expected. He broadcast the first name of the accident pilot on the air-to-air frequency they were using but there was no response. He then broadcast on the frequency to “knock it off” and expected all to stop maneuvers and to re-group; again there was no response from the accident pilot. He then heard on the frequency “no, no, no” which was later attributed to another team pilot, and he returned for landing. While on base to final he noted smoke from the crash site, and he landed uneventfully.

The pilot of another airplane who was flying at the same time as part of the aerial routine reported that after completion of the heart maneuver, the accident pilot and the right wing position pilot flew vertical with the accident pilot to perform a loop and the right wing position pilot to perform a Half Cuban Eight. The pilot further reported that he next saw the accident pilot’s airplane was upright in an approximately 45 degree down line angle flying down runway 24. The accident airplane continued on the same line of flight until impact. He initially reported he did not detect any deviation during the last 300 feet of the descent.

Witnesses on the ground reported seeing the airplane continue descending until ground contact. One witness did not perceive any change in pitch attitude from the top of the maneuver until losing sight just before impact. One individual videotaped the remaining seconds of the flight from the airport ramp, and later provided the video to NTSB.

According to local controller, after takeoff he observed the accident airplane and the other airplane scheduled to perform aerobatic maneuvers pass the air traffic control tower coming out of a heart shaped maneuver. Shortly afterwards he reported hearing “no no no” on the frequency used by the team. The controller reported looking out the southwest window and saw a flash fire approximately ½ mile southwest of the tower and 500 feet to the right side of runway 06. The controller immediately notified a fireflight helicopter which was located outside class D airspace that they needed assistance and to proceed inbound. Following the accident one team airplane was landed on runway 24, while the remaining team airplanes were landed on runway 06.

The airplane crashed during daylight conditions; there were no ground injuries.

PERSONNEL INFORMATION

The pilot, age 58, held commercial and private pilot certificates. At the commercial level he had ratings for airplane single engine land, and instrument airplane, and at the private level, he had a rating for airplane multi-engine. He was last issued a second class medical certificate with no medical restrictions on October 15, 2010. He listed a total time of 3,500 hours on the application for his last medical certificate. His last flight review in accordance with 14 CFR Part 61.56 was performed in a Piper PA-34-200T airplane on December 3, 2010.

NTSB review of the pilot’s certified medical file from the Federal Aviation Administration (FAA) Aerospace Medical Certification Division revealed his first medical was dated July 16, 1981, and his last medical was dated October 15, 2010. He did not report any history of heart or vascular trouble or neurological disorders, epilepsy, seizures, stroke, or paralysis on any of the 23 medical application forms. Additionally, on the application form for his last medical certificate he indicated “No” to the question asking if the airman currently uses any medication.

Performers of the Red Thunder Air Show team who were with the accident pilot several days before the accident stated he was in good spirits, but 3 days before the accident, the accident pilot advised he was a little tired after he and one other team pilot had performed some aerobatic maneuvers. Although a second flight was discussed between the accident pilot and the other team pilot, because the accident pilot claimed he was tired no further flights were flown that day. Two days before the accident after 2 practice performances by the team, the pilot made a remark that he would have to start working out more so the G forces would not get to him. That remark caught the attention of an individual of the Red Star Pilot’s Association who had a discussion with the accident pilot about G and how to counter the effect on his body. Another team member jokingly commented to the accident pilot and the individual who discussed the G effects that the accident pilot would be in the weight room the next morning to start on an exercise program. A third flight was flown by the accident pilot and there were no further complaints by him pertaining to G or being tired up to and including the accident flight.

The pilot’s wife and son were interviewed in person by a FAA inspector 3 days after the accident. They commented when interviewed that the pilot’s comment about being tired was a reason to avoid further practice, and not related to his health. The pilot’s wife reported that her husband was feeling fine but the weekend before he took a Rolaids for acid indigestion which he attributed to Mexican food consumed the night before. She also reported that his sleep habits were normal and there was no outstanding pressure on him.

The team members stated that the night before the accident date they ate at a local restaurant at 2030, had ice-cream and several of the team members reported going to bed about 2130. On the morning of the accident one team member reported eating breakfast with the accident pilot between 0715 and 0830; they then departed for the airport.

According to documents provided by personnel from the International Council of Air Shows (ICAS), an application for Statement of Aerobatic Competency (SAC) for the pilot was submitted to the FAA Flight Standards District Office, Nashville, TN, on January 9, 2010. The application and draft SAC card submitted to the FAA specified the authorized aircraft were all variants of the Yak 52, with an altitude limitation of 250 feet. The maneuvering limitation specified solo aerobatics, formation aerobatics, and night shows.

According to personnel from the FAA Flight Standards District Office, Nashville, TN, they did not retain a copy of the issued SAC card; however, their records indicate issuance of a SAC ...