NTSB Factual Report

HISTORY OF FLIGHT

On July 27, 2007, about 1519 central daylight time, an amateur-built Beck P-51A Mustang, N8082U, was destroyed when it struck a North American P51-D Mustang, N151RJ, and crashed during landing approach. N151RJ had just landed on runway 36 at the Wittman Regional Airport (OSH), Oshkosh, Wisconsin, when N8082U struck its empennage and fuselage. N8082U was still airborne at the time of the collision, and it rolled over to the right of the aft fuselage of N151RJ and impacted the terrain in a wings level, inverted attitude. The collision pushed N151RJ onto its nose, and N151RJ skidded down the runway and came to rest about 788 feet from the initial impact point. The pilot in N8082U received fatal injuries, and the pilot in N151RJ was not injured. Visual meteorological conditions prevailed at the time of the accident.

Both airplanes had previously departed OSH as part of a five-aircraft air race demonstration event known as the "Reno Racers" at the Experimental Aircraft Association (EAA) AirVenture 2007 air show. The demonstration air race was completed and the five aircraft were in the process of landing separately (not in formation) on runway 36. The five aircraft performing in the Reno Racers air race demonstration event were: 1) N805MB, Grumman F7F-3, call sign "Tigercat" 2) N62143, Hawker TKM 20, call sign "Sea Fury" 3) N5588N, Goodyear F2G, call sign "Super Corsair" 4) N8082U, Beck P-51A, call sign "Precious Metal" and 5) N151RJ, North American P-51D, call sign "Stang."

Video and still photographs provided to the National Transportation Safety Board (NTSB) by spectators and the EAA, showed Stang and Precious Metal on short final for runway 36. The videos and photographs showed that Precious Metal was in trail and progressively getting closer to Stang. The video showed Stang landing on runway 36 on its main gear and beginning its rollout. Before Stang's tailwheel dropped to the runway, Precious Metal's propeller hit Stang's left horizontal stabilizer. Precious Metal started to pitch up, and its right landing gear lodged under Stang's left horizontal stabilizer next to the rudder and lifted Stang's tail up. As Precious Metal rolled right, over Stang's empennage, Precious Metal's propeller impacted the top of Stang's fuselage about 2 feet behind the canopy. Precious Metal continued to roll right and it impacted the terrain in a wings level, inverted attitude. Stang skidded down the runway on its nose and came to rest about 300 feet from Precious Metal.

PERSONNEL INFORMATION

The pilot of Precious Metal was a 58-year-old commercial pilot with single-engine land and sea and multi-engine land ratings. He held a second-class medical certificate that was issued in October 2006. He reported more that 10,000 hours of total flight time at the time of his last medical certificate. His total time in the P-51A was about 128 hours.

The pilot of Precious Metal had not flown as part of the Reno Racers air race demonstration event until the EAA AirVenture 2007 air show. He flew on Wednesday and Thursday of the air show. His third flight with the Reno Racers was the accident flight on Friday.

The pilot of Stang was a 24-year-old commercial pilot with single- and multi-engine land and instrument ratings. He held a second-class medical certificate issued in September 2006. He reported a total of 1,270 flight hours with 100 hours in a P-51D.

The pilot of Stang had not flown as part of the Reno Racers air race demonstration event until the EAA AirVenture 2007 air show. His first flight with the Reno Racers was the accident flight on Friday.

The Reno Racer pilots of the Super Corsair, Sea Fury, and Tigercat were experienced air race pilots who had flown at air race events such as the Reno Air Races in Reno, Nevada, and at the EAA AirVenture air shows. The pilot who organized the Reno Racers in 2000 had 20 plus years of air race and air show experience. During the EAA AirVenture 2007 air show, he flew with the Reno Racers in Stang on Wednesday and Thursday. On Friday he flew as the copilot of the DC-3 used for the parachute jump team. He, along with the pilot of the Super Corsair, recommended that the pilot of Stang fly in the Reno Racers event on Friday.

AIRCRAFT INFORMATION

Precious Metal, N8082U, was an experimental, amateur-built Beck P-51A Mustang, serial number 311. The airplane's Special Airworthiness Certificate was issued on June 4, 2006. The engine was an Allison V-1710-81, serial number 7368. The last conditional inspection was conducted on April 18, 2007. At the time of the inspection, the aircraft had a total time of 86.1 hours. The Hobbs meter indicated 127.5 hours at the time of the accident.

The pilot/builder made the following statement about the aircraft on the FAA Form 8000-38 when he applied for the Special Airworthiness Certificate:

"This project represents a built from scratch exact full scale replica of the North American P-51A Mustang. It is a 'Plans Built' aircraft built from the original production drawings acquired from the National Archives. The only exception would be the landing gear and a handful of original small components."

Stang, N151RJ, was a North American P-51D Mustang, serial number 44-74404, manufactured in 1945. The engine was a 1,490 horsepower Packard built Rolls Royce V-1650-7, serial number 43-49502, manufactured in 1943. A Special Airworthiness Certificate was issued for the airplane in May 1995. The last annual inspection was conducted on June 10, 2007. The airplane had flown 20 hours since the annual inspection and had a total time of 628 hours since the Special Airworthiness Certificate was issued.

The pilot of the Tigercat had flown a single-engine Sea Fury in the previous years demonstration races. The EAA AirVenture 2007 air show was the first year that the twin-engine Grumman F7F-3 Tigercat was used in the Reno Racers event.

METEOROLOGICAL INFORMATION

At 1532, the surface weather observation at OSH was: Wind 040 degrees at 9 knots, visibility 5 miles, clouds few at 2,600 feet, overcast 4,600 feet, temperature 25 degrees Celsius (C), dew point 20 degrees C, altimeter 29.88 inches of Mercury.

AIRPORT INFORMATION

The Federal Aviation Administration (FAA) issued a Notice to Airmen (NOTAM) to provide special flight procedures in effect during the EAA AirVenture 2007 air show. The NOTAM stated that the air show demonstration area was from the surface to 12,000 feet mean sea level within a five nautical mile radius of OSH, and was in effect during the aerobatic demonstration and air show times. All uninvolved aircraft were required to remain clear of the air show demonstration area during the aerobatic demonstration times.

The FAA issued a waiver for the affected airspace while the air show demonstration area was in effect during the Showcase, Aerobatic, and Warbird portions of the air show. The air traffic control tower at OSH did not provide services to the participating aircraft when the waiver was in effect. During those times, the control of the aircraft and radio communications were transferred to the Air Boss. The Air Boss was the individual who had the primary responsibility for air show operations on the active taxiways, runways, and the surrounding air show demonstration areas. The Air Boss was not responsible for providing aircraft separation. The Showcase, Aerobatic, and Warbird portions of the air show each had its own Air Boss.

The airport's primary runways are runway 9/27 (6,178 feet by 150 feet, asphalt) and runway 18/36 (8,002 feet by 150 feet). During the air show, all air show events are oriented around runway 18/36 because the crowd control line runs parallel to the runway, 500 feet east of the runway. All 4 runways could be utilized for takeoffs and landings during the air show, depending on the winds.

COMMUNICATIONS

During the Showcase portion of the air show, the Showcase Air Boss was located at "Rooftop," a raised platform near the air show center on the west side of runway 18/36, and about 5,000 feet north of the approach end of runway 36. He and the assistant Air Boss, along with the Warbird Air Boss and two FAA representatives, were located at Rooftop to conduct or monitor the air show operations. The Showcase Air Boss controlled the primary radio frequency used to communicate to the participants in the air show. Because the airspace had been "waivered" by the FAA, takeoff and landing clearances were not required. However, the Showcase Air Boss typically cleared a single-ship aircraft or a group of aircraft to land on runway 18/36, even though it was not required.

The Showcase Air Boss and the assistant Air Boss had radios, which they used to receive and transmit over the primary radio frequency. The assistant Air Boss monitored the radio and only occasionally transmitted instructions over the frequency. The Warbird Air Boss had a radio that he used to monitor the primary frequency, but often switched to a different frequency to communicate with warbird aircraft. After the accident occurred, the Warbird Air Boss provided landing instructions to the airborne aircraft to land on runway 9. The FAA representative had a radio that provided him a radio link to the control tower, but he did not monitor the primary radio frequency. The other FAA representative at Rooftop observed the air show operations to ensure the performers were complying with the waiver, but he did not have a radio.

The Reno Racers air race demonstration event was a pre-briefed event. Once airborne, the Reno Racers were expected to perform the air race demonstration event according to their internal briefing. Once the event was completed, the pilots were expected to land their airplanes according to their internal briefing, and no communication, including a landing clearance, was required from the Showcase Air Boss. However, the Showcase Air Boss typically provided a landing clearance for the group of Reno Racers airplanes; he did not provide a landing clearance to each airplane in the group. Likewise, the pilots were neither required nor expected to make the radio calls a pilot would typically make in non-waivered airspace. Therefore, the radio calls typically made by pilots when turning from downwind to base, base to final, or on short final were not required. Instead, the Reno Racers maintained visual contact with the other aircraft in the flight, and provided their own separation during the landing sequence after the air race was completed.

A four-airplane aerobatic team had taxied to the Tower Road taxiway and was waiting for takeoff once the Reno Racers landed. One of the airplanes was equipped with a digital video camera that recorded about 9 minutes of video, and it recorded radio transmissions made over the primary Showcase radio frequency. It captured video of 2-second segments of the Reno Racers as they flew north over runway 36 prior to making the right turn to downwind. The transcript of the radio transmissions indicated that the Reno Racers were in their second lap when the video recorder started to record the radio transmissions of the Reno Racers, the Air Boss, and other air show performers.

The transcript of the radio transmissions indicated that at the video recorder time stamp of 00:28 (minutes/seconds), the Air Boss stated, "That's two," indicating two laps of the race had passed. At 01:27, the Air Boss stated, "That's three." At 02:28, the Air Boss stated, "Okay racers, white flag, white flag."

The video indicated that after "white flag" was called over the radio, the Tigercat came into view at 02:31, Sea Fury came into view at 02:34, Precious Metal came into view at 02:42, Stang came into view at 02:47, and the Super Corsair came into view at 02:49. After the racers completed the fifth lap, the Tigercat came into view at 03:35, Sea Fury came into view at 03:38, Precious Metal came into view at 03:47, and Stang and the Super Corsair came into view at 03:51.

At 03:54, the Air Boss stated, "Yeah, Mike (Sea Fury), are you leaving or are you landing?" Sea Fury responded, "We're just landing."

At 04:12, the Air Boss stated, "Okay guys, wind zero three zero at twelve, cleared to land runway three six left."

At 04:19, Sea Fury stated, "Okay, Race Ninety-nine (Sea Fury) is, uh, we're on base and we'll be landing number one, 36."

At 04:25, the Air Boss stated, "Ah, roger."

At 04:27, Tigercat stated, "And the Tigercat is gonna be making an initial three six, come back in behind ya."

At 04:32 Sea Fury stated, "Oh, nevermind. Go ahead, Mikey (Tigercat). I didn't see you down there."

At 04:36, Tigercat stated, "That's okay. I'm too fast, uh, too fast. I have to go back around."

At 04:40, Super Corsair stated, "Let Casey (Stang) land first."

At 04:53, Sea Fury stated, "Okay, Race Ninety-nine (Sea Fury), we're number one for three six. Three down and locked. Landing."

At 05:00, the Air Boss stated, "Race Ninety-nine, cleared to land runway three six."

At 05:07, the videotape showed that the Tigercat came into view.

At 05:22, Precious Metal stated, "Precious Metal, one mile final."

At 05:47, the videotape showed Sea Fury on the runway and rolling out on runway 36.

At 05:53, Sea Fury stated, "Ninety-nine's (Sea Fury) cold side."

At 06:04, the Air Boss stated, "Okay, racers, I need you to come back, uh, and just park where you left from and they'll come and get ya."

At 06:13, the Air Boss stated, "[sound similar to a "stepped on" transmission] and, ah, and race planes, I need you to expedite taxiing as much as you can, uh, and get shut down for the jumpers."

At 06:19, an unknown source stated, "oh ***" (expletive)

At 06:22, a pilot in the DC-3 that was holding overhead with the parachute jumpers onboard, stated, "And Air Boss, where's the last."

At 06:24, the Air Boss stated, "[sound similar to a stepped on transmission] Okay, race."

At 06:26, the Air Boss stated, "Okay, other, uh, race planes, I want you to go over and call Air Boss runway nine."

At 06:30, the Air Boss stated, "All other aircraft, you'll be landing nine two seven."

WRECKAGE AND IMPACT INFORMATION

The initial impact occurred near the intersection of runway 36 and taxiway A5. Eighteen propeller strike marks from Stang were found on the right side of the runway about 270 feet from the initial impact point and they traveled for about 100 feet. Propeller skid marks then veered to the right to where Stang skidded off the runway.

The inspection of Stang revealed that 12 inches of the lower section of the rudder was missing. The left horizontal stabilizer was destroyed and it exhibited propeller strike damage in the remaining structure near the empennage at 5.5-inch intervals. The top of the vertical stabilizer was crushed downward with about a 5-inch bend to the right. A hole about 11 inches wide and 3 feet long was located about 2 to 3 feet aft of the cockpit canopy. The airplane's propeller exhibited ground strike damage.

The wreckage of Precious Metal came to rest about 300 feet south of Stang. The propeller and engine were found separated from the fuselage. The propeller blades exhibited leading edge strike damage. One blade was found in a feathered position and the other blades were found in negative pitch positions. The inspection of the engine controls and flight control system did not reveal any evidence of pre-impact failure or malfunction.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot of Precious Metal was conducted at the Fond du Lac County Medical Examiner's Office, Fond du Lac, Wisconsin, on July 27, 2007. A Forensic Toxicology Fatal Accident Report was prepared by the FAA Civil Aeromedical Institute. The results were negative for all substances tested.

The pilot of Stang voluntarily provided a blood sample to the Oshkosh Police Department for toxicological testing. The results were negative for all substances tested.

SURVIVAL ASPECTS

The digital video recording of the accident that EAA provided to the NTSB showed Precious Metal impacting the terrain at the time of 0.49 seconds recorded on the video. A crash fire rescue vehicle arrived at

NTSB Probable Cause

The P-51A pilot's inadequate visual lookout and his failure to maintain clearance from the P-51D. Contributing factors to the accident included the restricted forward visibility of the P-51A, the air race team representative's inadequate flight brief, the failure of the air boss to recognize the lack of separation between the airplanes on short final, and the diminished air/ground radio communications during the air show.