Saturday, April 01, 2017

Midair Collision: Cessna 170B, N8082A and Grumman American AA-5B Tiger, N425AE; fatal accident occurred April 01, 2017 near Massey Ranch Airpark (X50), New Smyrna Beach, Volusia County, Florida

The National Transportation Safety Board traveled to the scene of this accident. 

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Textron Aviation; Wichita, Kansas


N8082A Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

N8082A Investigation Document - National Transportation Safety Board: https://app.ntsb.gov/pdf

http://registry.faa.gov/N8082A 


Location: Edgewater, FL
Accident Number: ERA17FA143A
Date & Time: 04/01/2017, 0846 EDT
Registration: N8082A
Aircraft: CESSNA 170B
Aircraft Damage: Destroyed
Defining Event: Midair collision
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On April 1, 2017, about 0846 eastern daylight time, a Cessna 170B, N8082D, and a Grumman American AA-5B, N425AE, were destroyed during an in-flight collision over Edgewater, Florida. The airline transport pilot flying the Cessna and the airline transport pilot flying the Grumman were fatally injured. Both airplanes were owned and operated by their respective pilots as Title 14 Code of Federal Regulations (CFR) Part 91 personal flights. No flight plans were filed, and visual meteorological conditions prevailed at the time of the accident. The airplanes were part of a recreational formation flight that departed from Spruce Creek Airport (7FL6), Daytona Beach, Florida, about 0839 and were destined for Arthur Dunn Airpark (X21), Titusville, Florida.

Three other airplanes were part of the formation flight: a Great Lakes biplane, a Grumman AA-1C (referred to in this report as the Lynx), and an American Champion 8KCAB (referred to in this report as the Super Decathlon). All five pilots participating in the formation flight were members of a pilot group based at 7FL6. On the morning of the accident, the group members were flying to X21 to attend a monthly breakfast event.

The five-airplane formation flight took off from 7FL6. The flight leader was flying the biplane, which took off with the accident Grumman in formation first; the accident Cessna and the Lynx took off in formation next followed by the Super Decathlon. The flight initially formed into a five-airplane "V" formation (see figure 1), with the biplane at the apex, the Grumman in the No. 2 position (to the left and aft of the biplane), the Cessna in the No. 3 position (to the right and aft of the biplane), the Lynx in the No. 4 position (to the right and aft of the Cessna), and the Super Decathlon in the No. 5 position (to the left and aft of the Grumman).


Figure 1 – Example of a 5-airplane "V" formation
 (aircraft pictured not representative of those involved in this accident).

The formation flight then turned south toward X21. Due to the position of the sun, the flight leader decided to change to a left echelon formation (see figure 2), which would have allowed the pilots to avoid the sun glare. In the left echelon formation, the airplanes would be arranged diagonally to the left of the biplane, with each airplane positioned slightly lower than (stepped down), behind, and to the left of the airplane ahead. This formation would require the Cessna and the Lynx to transition across the formation from right to left behind the leader. The Grumman would remain in the No. 2 position to the left and aft of the leader; the Cessna, in the No. 3 position, would be to the left and aft of the Grumman; the Lynx, in the No. 4 position, would be to the left and aft of the Cessna; and the Super Decathlon, in the No. 5 position, would be to the left and aft of the Lynx.


Figure 2 – Example of a 5-airplane echelon left formation
 (aircraft pictured not representative of those involved in this accident).

According to the flight leader, moments after he commanded the Cessna and the Lynx to transition across the formation to the left, he saw at his 7:00 position a "flash" of something white that looked like the bottom of an airplane.

According to the pilot of the Lynx, when the flight leader commanded his airplane and the Cessna to transition to the left, he heard the flight leader state "cleared to cross," and he observed the Cessna start to move to the left "slow and normal." The Lynx pilot stayed with the Cessna, and, when the Cessna was almost on the left echelon bearing line, he saw the airplane move into position behind the Grumman. The Lynx pilot then suddenly saw "parts" coming toward him on his airplane's right side along with what appeared to be "vapor." The Lynx pilot also saw the Grumman abruptly pitch up and go past him above and to the right of his airplane. The Lynx pilot stated that the Grumman looked as if it was entering a loop because the airplane's nose was already past vertical and he could see the top of the airplane. He observed something on the right side of the Cessna move upward before the Cessna's tail began to "slew left," and then the Cessna disappeared from his view.

The biplane and the Lynx then broke formation, with the biplane immediately pulling up and turning hard left and the Lynx entering a 60° left bank. The flight leader could see airplane parts falling to the ground and the Cessna descending "like a falling leaf maneuver" with what appeared to be the airplane's right wing folded over. The flight leader then began to circle the accident site and reported the accident to an air traffic controller at New Smyrna Beach Municipal Airport, (EVB), New Smyrna Beach, Florida. Afterward, the flight leader continued to circle the accident site until emergency responders arrived.

Witnesses who were driving on Interstate 95 (I-95) saw the formation flight traveling southbound. They observed that the formation flight was about 1/4 mile west of I-95 when the collision occurred, and they observed part of the wing on one airplane come off and the airplane tumble and rapidly descend tail low until it descended behind a tree line. They also saw the other airplane descend rapidly, almost straight down, until losing sight of it. Further, the witnesses saw parts from both airplanes descend to the ground, with one piece landing in the median between the northbound and southbound lanes of I-95.

The Cessna and the Grumman were equipped with handheld GPS units. The GPS device in the Grumman was impact damaged, and data were unable to be extracted using normal means. The data extracted from the GPS device in the Cessna, a Garmin Aera 510, included data from the day of the accident starting at 0743:55.

According to the GPS data, on the day of the accident, the Cessna took off from runway 23 about 0839:38 and began a turn to the left. Upon reaching the end of the runway, the Cessna was at a GPS altitude of 202 ft. The Cessna flew over residences at a GPS altitude of 220 ft and continued turning until it was on a ground track of about 142°. For about the next 2 miles, the airplane climbed slowly, reaching a GPS altitude of 634 ft at 0841:15. The Cessna continued to climb and, about 7.8 miles later, at 0846:13, the GPS data indicated that the airplane had begun to descend rapidly to the ground near the location of the accident site.

The pilot of the Lynx provided a screenshot from his GPS unit to assist the National Transportation Safety Board (NTSB) in determining the route of flight for the formation flight. A comparison of the GPS data from the Lynx and the Cessna indicated that both airplanes had flown the same route of flight. 

Pilot Information

Certificate: Airline Transport; Flight Instructor; Commercial
Age: 57, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 02/10/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 06/04/2016
Flight Time:  (Estimated) 14620 hours (Total, all aircraft), 4543 hours (Pilot In Command, all aircraft), 135 hours (Last 90 days, all aircraft), 45 hours (Last 30 days, all aircraft) 

According to Federal Aviation Administration (FAA) records, the pilot of the Cessna held an airline transport pilot certificate with a rating for airplane multiengine land and commercial privileges for airplane single-engine land. He also held a flight instructor certificate with ratings for airplane single-engine, airplane multiengine, and instrument airplane; a flight engineer certificate with a rating for flight engineer turbojet powered; and a mechanic certificate with airframe and powerplant ratings. He also held type ratings for the Boeing 737, 757, 767, and 777 and the Beechcraft 1900 and 300. His most recent FAA first-class medical certificate was issued on February 10, 2017, with no limitations. He had accrued about 24,237 hours total flight experience as of March 2017.

According to FAA records, the pilot of the Grumman held an airline transport pilot certificate with a rating for airplane multiengine land and commercial privileges for airplane single-engine land and airplane single-engine sea. She also held a flight instructor certificate with ratings for airplane single-engine, airplane multiengine, and instrument airplane; a flight engineer certificate with a rating for flight engineer turbojet powered; and a ground instructor certificate with ratings for advanced and instrument. In addition, she held type ratings for the Airbus A-330; Boeing 747, 757, and 767; Beechcraft 1900; and Cessna 510S. Her most recent FAA first-class medical certificate was issued on October 19, 2016, with no limitations. She had accrued about 11,368 hours total flight experience as of March 2016. 

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N8082A
Model/Series: 170B UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 20934
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 10/01/2016, Annual
Certified Max Gross Wt.: 1451 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4596.8 Hours as of last inspection
Engine Manufacturer: CONT MOTOR
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: O-300-A
Registered Owner: On file
Rated Power: 145 hp
Operator: On file
Operating Certificate(s) Held: None

Cessna 170B

The Cessna 170B was a four-seat, tailwheel-equipped, strut-braced, high-wing airplane. It was powered by a 6-cylinder, air-cooled, 145-horsepower Continental O-300-A engine that drove a 2-bladed McCauley fixed-pitch propeller.

According to FAA and maintenance records, the airplane was manufactured in 1952. Its most recent annual inspection was completed on October 1, 2016. At the time of the inspection, the airplane had accrued a total of 4,596.8 hours of operation.

Grumman American AA-5B

The Grumman American AA-5B was a four-seat, nosewheel-equipped, fully cantilevered, low-wing airplane. It was powered by a 4-cylinder, air-cooled, 180-horsepower Lycoming O-360-A4K engine that drove a 2-bladed Sensenich fixed-pitch propeller.

According to FAA and maintenance records, the Grumman was manufactured in 1977. Its most recent annual inspection was completed on September 1, 2016. At the time of the inspection, the airplane had accrued a total of 1,673.4 hours of operation.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KEVB, 10 ft msl
Distance from Accident Site: 6 Nautical Miles
Observation Time: 0847 EDT
Direction from Accident Site: 5°
Lowest Cloud Condition: Scattered / 5000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 260°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.02 inches Hg
Temperature/Dew Point: 20°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: DAYTONA BEACH, FL (7FL6)
Type of Flight Plan Filed: None
Destination: TITUSVILLE, FL (X21)
Type of Clearance: None
Departure Time: 0839 EDT
Type of Airspace: Class G 

At 0847 (1 minute after the accident), the recorded weather at EVB, which was located 6 nautical miles north of the accident site, included wind from 260° at 6 knots, visibility 10 miles, scattered clouds at 5,000 ft, temperature 20°C, dew point 17°C, and an altimeter setting of 30.02 inches of mercury.

According to the US Naval Observatory, at 0840 (6 minutes before the accident) in the area of the accident location, the altitude of the sun was 18.2° above the horizon, and the azimuth of the sun was 94.7° east of north.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 28.959444, -80.957222

Examination of the accident site revealed a 1/4-mile-long debris field with most of the debris contained in a section that was 1,036 ft long and 290 ft wide. The Cessna and the Grumman came to rest about 220 ft apart.

Cessna 170B

Examination of the Cessna wreckage revealed that the aft fuselage had completely separated, just forward of the empennage, from the rest of the airplanes structure. The empennage was attached to the rest of the airplane by the control cables for the elevator, rudder, and pitch trim, which were twisted around each other multiple times. Further examination of the aft fuselage and empennage also revealed paint transfer marks that matched the trim color of the Grumman. These marks appeared on the leading edge of the vertical stabilizer, which had been crushed back; the right horizontal stabilizer; and the right side of the aft fuselage.

The Cessna's right wing flap came to rest about 397 ft northeast of the Cessna main wreckage. The inboard section of the right aileron was missing. The right aileron control cables and both right wing flap tracks had been severed, and the area just forward of the right wing flap mounting location displayed evidence of propeller strikes and was missing large sections of its structure.

Grumman American AA-5B

Examination of the wreckage of the Grumman revealed that no major portions of the airplane were missing. Both wings displayed heavy crush and compression damage. The fuselage was accordioned downward and forward, and the empennage was scorpioned forward. The top of the vertical stabilizer came to rest on the ground forward of the engine mounting location. The leading edges of the propeller blades were damaged and displayed semicircular gouges that matched the diameter of the aileron cables in the Cessna's right wing. 

Medical And Pathological Information

The Office of the Medical Examiner, Daytona Beach, Florida, performed autopsies on the pilots of the Cessna and the Grumman and determined that their cause of death was multiple blunt force injuries.

Toxicology testing for both pilots was performed at the FAA Forensic Science Laboratory. The results for the Cessna pilot were negative for carbon monoxide and ethanol. The drug atorvastatin, which is a statin used for lowering blood cholesterol, was detected in liver and blood samples. This drug is generally considered not to be impairing. The results for the Grumman pilot were negative for ethanol and tested-for drugs.

Additional Information

Formation Flights From 7FL6

According to a pilot based at 7FL6 who was familiar with the formation flying activities that occurred there, in 1985, three individuals began to operate formation flights from 7FL6. Formation flying grew over the years, and, at the time of the accident, more than 100 pilots were conducting extensive formation flights from 7FL6. Practice formation flights usually occurred on Wednesdays and Thursdays. On Saturday mornings, pilots would meet, brief, and set up multiple formation flights, which usually consisted of about 40 airplanes that operated in groups of 4 airplanes per flight, to fly to other airports for breakfast. These flights would sometimes have passengers on board. Formation flights would also operate with numerous airplanes in the formation during other events at 7FL6. Additionally, formation flights would be operated at 30 to 40 public fly-by events per year. He also stated that no one was in charge of organizing and overseeing the formation flights, and that the "Gaggle Flight Formation Group" was not an organization, no member paid any dues, and "we are a non-entity."

Formation Flying Standards Organizations

In response to a perceived need within the warbird community to standardize formation flying and increase its safety, the "Formation and Safety Training" National Standard Program was developed. Prior to this, various warbird organizations had created and were using procedures and signals unique to their membership background.

In 1993, the Warbird Operators Conference agreed to adopt a common national program for formation flying. Committee action resulted in acceptance of the T-34 Association "Formation Flight Manual" and the Darton Video "Formation Flying, The Art" as common standards by five organizations within the warbird community: the Canadian Harvard Aircraft Association, Confederate Air Force, EAA (Experimental Aircraft Association) Warbirds of America, North American Trainer Association, and the T-34 Association. A Formation and Safety Team (FAST) was charged to develop formation standardization materials, appoint check pilots, determine evaluation and flight check administration methods, and create manuals.

In 1995, the Valiant Air Command and the YAK Pilots Club (now know as the Red Star Pilots Association) joined FAST, and the Joint Liaison Formation Committee which was developed to encourage and enforce safety, standardization, and proficiency in liaison and light trainer formation flying was approved to use FAST documents and manuals.

In 1997, the FAA began requiring local Flight Standards District Offices (FSDOs) to include in airshow waiver approvals a stipulation that anyone participating in non-aerobatic formation flight during an airshow must possess valid industry formation training and an evaluation credential acceptable to FAA. Cards (similar to a wallet sized pilot certificate) had been developed by FAST to show as appropriate credentials and the International Council of Airshows (ICAS) also had a non-aerobatic formation card. However, since the FAST was recognized by FAA as a warbird only organization, the many and diverse groups of formation flyers outside the warbird community were now excluded from participating in formation within waivered airspace during an airshow unless they had an ICAS non-aerobatic formation card. Then, in late 1998, ICAS terminated issuance of non-aerobatic formation cards.

Discussions between Experimental Aircraft Association (EAA), FAST, and FAA in late 1997 resulted in FAST authorization for EAA to also use copyrighted FAST materials to create its own formation flying program dedicated to the EAA aircraft community. Subsequent discussions resulted in the forming of an independent corporation, Formation Flying, Inc. (FFI), to which EAA would become a signatory.

Since that time, about 20 signatory programs have been providing standards for formation training and flying, a system for proficiency evaluation, and a method for monitoring currency. They also use formation standards evaluation guides, forms, and manuals, along with a program to approve the issuance of formation pilot credentials based on demonstrated competency and maintained currency.

According to the leader of the Gaggle Flight Formation Group, some of the pilots that operated formation flights from 7FL6 had a FAST formation qualification card, and the group "backed away" from using FAST because "it got into a clique thing." He stated that the group was "careful" about new pilots who wanted to operate formation flights with them. He further stated that the group would ask the new pilots if they had any formation flying experience and would offer training. If any of the new pilots did not want training, they could still operate flights, but group members "would keep them at a distance, until they [the group members] could determine if they [the new pilots] could fly formation."

Review of the "Gaggle Flight" Formation Manual did not reveal any evidence of a structured program that provided standards for formation training and flying, a system for proficiency evaluation, a method for monitoring currency, or any formation standards evaluation guides or forms. No integrated program existed at 7FL6 to approve the issuance of formation pilot credentials based on demonstrated competency and maintained currency for the multiple formation groups that were operating at the airport.

Flight Leader Responsibilities

According to FAST's Foundation and Principles document, assuming the role of flight leader is a huge undertaking. In addition to being able to fly smoothly, providing a stable platform for the wingmen, Lead must monitor the wingmen, monitor the flight environment, and plan well ahead of the formation. The flight leader's responsibilities also include, but are not limited to:

• Safe conduct of flight
• Selection of wingmen
• Verification of pilots' credentials, currency and competency in type
• Mission planning
• Briefing the mission
• Debriefing the mission
• Training new formation pilots
• Endorsing Formation Proficiency Reports (FPR)
• Recommending pilots for Wing and Lead check rides

According to Formation Flying Inc., the flight leader is also responsible for the safe conduct of all formation flight under his/her control. He/she is responsible for approving all members in the flight. This implies the flight leader is familiar with the experience level, currencies, and credentials of each member with respect to the mission to be accomplished.

Flight leaders should identify members needing additional training and recommend or give it where necessary, even to the point of recommending recertification under their program. Flight leaders should assess the state of proficiency of wingman and flight leaders and forward recommendations when appropriate for certification to regional Program check pilots.

Leadership ability is the most important quality to be evaluated as a Flight Leader applicant. The applicant must demonstrate not only that he/she has the pilot skills and is in charge, but also that flight members can be confident and comfortable in following maneuvers and instructions. Flight leadership implies above average knowledge of aircraft and performance limitations, airspace and air traffic control environment, wingmen and their limitations, formation procedures, operational techniques, and signals, as well as excellent situational awareness.

The "Gaggle Flight" Formation Manual gave only minimal guidance about the flight leader's responsibilities, stating that, in any formation, the leader is responsible for "maintaining visual lookout for his flight, flying his aircraft as smoothly as possible, and keeping power changes and control inputs to a minimum." The manual also indicated that the flight leader "should brief the flight and then execute the profile as closely as possible. If changes are required, he should inform his wingmen accordingly."

Wingman Responsibilities

According to FAST, being a good wingman means more than just hanging on Lead's wing. The wingman is part of a disciplined team, and with that comes additional responsibilities:

• Provide mutual support
• Maintain formation integrity
• Assist in mission planning, if requested
• Keep Lead in sight at all times
• Be aware of departure, enroute and arrival routing so he can assume the lead, if required
• Monitor Lead for proper configuration and abnormal conditions
• Assist during abnormals or emergencies, as directed
• Monitor radio communication
• Trust and follow Lead's direction

According to FFI, a wingman, should use familiar phrases, should aim high, be the best they can be, and trust in the leader, maintain currency, and learn the traits of a good leader.

According to the "Gaggle Flight" Formation Manual, the wingman "is always flying off the leader. As a wingman you should position yourself so that you are in a comfortable position keeping in mind what has been briefed as the ideal wing position." The manual also stated that "normally Gaggle Flight will fly with the wingman stacked slightly low with nose tail separation and wing tip separation. This is a reasonably comfortable position for most flights that have four aircraft." In addition, the manual stated, "remember when flying in the number 2 position you set the spacing for the rest of the formation."

Dissimilar Aircraft in Same Formation

The Cessna 170B and the Grumman American AA-5B were dissimilar aircraft because the Cessna was a high-wing airplane and the Grumman was a low-wing airplane. The pilot of the Cessna would have had limited visibility outside of the cockpit to any area that was directly above, or above and to the left or right of the cockpit due to the cabin roof and wings. The converse would generally be true for the low wing aircraft, like the Grumman, operating in the formation.

FAA Formation Flight Regulation and Guidance

According to 14 CFR Part 91.111, Operating Near Other Aircraft,

(a) No person may operate an aircraft so close to another aircraft as to create a collision hazard.
(b) No person may operate an aircraft in formation flight except by arrangement with the pilot in command of each aircraft in the formation.
(c) No person may operate an aircraft, carrying passengers for hire, in formation flight.

According to the section in FAA Advisory Circular AC-90-48D, Pilots' Role in Collision Avoidance, discussing flying in formation,

Several midair collisions have occurred which involved aircraft on the same mission, with each pilot aware of the other's presence. Pilots who are required, by the nature of their operations, to fly in pairs or in formation are cautioned to:

1. Recognize the high statistical probability of their involvement in midair collisions.
2. Make sure that adequate preflight preparations are made and the procedures to be followed are understood by all pilots intending to participate in the mission.
3. Always keep the other aircraft in sight despite possible distraction and preoccupation with other mission requirements.
4. Avoid attempting formation flight without having obtained instruction and attained the skill necessary for conducting such operations.

N425AE Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


N425AE Investigation Document - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N425AE


Location: Edgewater, FL
Accident Number: ERA17FA143B
Date & Time: 04/01/2017, 0846 EDT
Registration: N425AE
Aircraft: GRUMMAN AMERICAN AVN. CORP. AA-5B
Aircraft Damage: Destroyed
Defining Event: Midair collision
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On April 1, 2017, about 0846 eastern daylight time, a Cessna 170B, N8082D, and a Grumman American AA-5B, N425AE, were destroyed during an in-flight collision over Edgewater, Florida. The airline transport pilot flying the Cessna and the airline transport pilot flying the Grumman were fatally injured. Both airplanes were owned and operated by their respective pilots as Title 14 Code of Federal Regulations (CFR) Part 91 personal flights. No flight plans were filed, and visual meteorological conditions prevailed at the time of the accident. The airplanes were part of a recreational formation flight that departed from Spruce Creek Airport (7FL6), Daytona Beach, Florida, about 0839 and were destined for Arthur Dunn Airpark (X21), Titusville, Florida.

Three other airplanes were part of the formation flight: a Great Lakes biplane, a Grumman AA-1C (referred to in this report as the Lynx), and an American Champion 8KCAB (referred to in this report as the Super Decathlon). All five pilots participating in the formation flight were members of a pilot group based at 7FL6. On the morning of the accident, the group members were flying to X21 to attend a monthly breakfast event.

The five-airplane formation flight took off from 7FL6. The flight leader was flying the biplane, which took off with the accident Grumman in formation first; the accident Cessna and the Lynx took off in formation next followed by the Super Decathlon. The flight initially formed into a five-airplane "V" formation (see figure 1), with the biplane at the apex, the Grumman in the No. 2 position (to the left and aft of the biplane), the Cessna in the No. 3 position (to the right and aft of the biplane), the Lynx in the No. 4 position (to the right and aft of the Cessna), and the Super Decathlon in the No. 5 position (to the left and aft of the Grumman).


Figure 1 – Example of a 5-airplane "V" formation (aircraft pictured not representative of those involved in this accident).

The formation flight then turned south toward X21. Due to the position of the sun, the flight leader decided to change to a left echelon formation (see figure 2), which would have allowed the pilots to avoid the sun glare. In the left echelon formation, the airplanes would be arranged diagonally to the left of the biplane, with each airplane positioned slightly lower than (stepped down), behind, and to the left of the airplane ahead. This formation would require the Cessna and the Lynx to transition across the formation from right to left behind the leader. The Grumman would remain in the No. 2 position to the left and aft of the leader; the Cessna, in the No. 3 position, would be to the left and aft of the Grumman; the Lynx, in the No. 4 position, would be to the left and aft of the Cessna; and the Super Decathlon, in the No. 5 position, would be to the left and aft of the Lynx.


Figure 2 – Example of a 5-airplane echelon left formation (aircraft pictured not representative of those involved in this accident).

According to the flight leader, moments after he commanded the Cessna and the Lynx to transition across the formation to the left, he saw at his 7:00 position a "flash" of something white that looked like the bottom of an airplane.

According to the pilot of the Lynx, when the flight leader commanded his airplane and the Cessna to transition to the left, he heard the flight leader state "cleared to cross," and he observed the Cessna start to move to the left "slow and normal." The Lynx pilot stayed with the Cessna, and, when the Cessna was almost on the left echelon bearing line, he saw the airplane move into position behind the Grumman. The Lynx pilot then suddenly saw "parts" coming toward him on his airplane's right side along with what appeared to be "vapor." The Lynx pilot also saw the Grumman abruptly pitch up and go past him above and to the right of his airplane. The Lynx pilot stated that the Grumman looked as if it was entering a loop because the airplane's nose was already past vertical and he could see the top of the airplane. He observed something on the right side of the Cessna move upward before the Cessna's tail began to "slew left," and then the Cessna disappeared from his view.

The biplane and the Lynx then broke formation, with the biplane immediately pulling up and turning hard left and the Lynx entering a 60° left bank. The flight leader could see airplane parts falling to the ground and the Cessna descending "like a falling leaf maneuver" with what appeared to be the airplane's right wing folded over. The flight leader then began to circle the accident site and reported the accident to an air traffic controller at New Smyrna Beach Municipal Airport, (EVB), New Smyrna Beach, Florida. Afterward, the flight leader continued to circle the accident site until emergency responders arrived.

Witnesses who were driving on Interstate 95 (I-95) saw the formation flight traveling southbound. They observed that the formation flight was about 1/4 mile west of I-95 when the collision occurred, and they observed part of the wing on one airplane come off and the airplane tumble and rapidly descend tail low until it descended behind a tree line. They also saw the other airplane descend rapidly, almost straight down, until losing sight of it. Further, the witnesses saw parts from both airplanes descend to the ground, with one piece landing in the median between the northbound and southbound lanes of I-95.

The Cessna and the Grumman were equipped with handheld GPS units. The GPS device in the Grumman was impact damaged, and data were unable to be extracted using normal means. The data extracted from the GPS device in the Cessna, a Garmin Aera 510, included data from the day of the accident starting at 0743:55.

According to the GPS data, on the day of the accident, the Cessna took off from runway 23 about 0839:38 and began a turn to the left. Upon reaching the end of the runway, the Cessna was at a GPS altitude of 202 ft. The Cessna flew over residences at a GPS altitude of 220 ft and continued turning until it was on a ground track of about 142°. For about the next 2 miles, the airplane climbed slowly, reaching a GPS altitude of 634 ft at 0841:15. The Cessna continued to climb and, about 7.8 miles later, at 0846:13, the GPS data indicated that the airplane had begun to descend rapidly to the ground near the location of the accident site.

The pilot of the Lynx provided a screenshot from his GPS unit to assist the National Transportation Safety Board (NTSB) in determining the route of flight for the formation flight. A comparison of the GPS data from the Lynx and the Cessna indicated that both airplanes had flown the same route of flight.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot of the Cessna held an airline transport pilot certificate with a rating for airplane multiengine land and commercial privileges for airplane single-engine land. He also held a flight instructor certificate with ratings for airplane single-engine, airplane multiengine, and instrument airplane; a flight engineer certificate with a rating for flight engineer turbojet powered; and a mechanic certificate with airframe and powerplant ratings. He also held type ratings for the Boeing 737, 757, 767, and 777 and the Beechcraft 1900 and 300. His most recent FAA first-class medical certificate was issued on February 10, 2017, with no limitations. He had accrued about 24,237 hours total flight experience as of March 2017.

According to FAA records, the pilot of the Grumman held an airline transport pilot certificate with a rating for airplane multiengine land and commercial privileges for airplane single-engine land and airplane single-engine sea. She also held a flight instructor certificate with ratings for airplane single-engine, airplane multiengine, and instrument airplane; a flight engineer certificate with a rating for flight engineer turbojet powered; and a ground instructor certificate with ratings for advanced and instrument. In addition, she held type ratings for the Airbus A-330; Boeing 747, 757, and 767; Beechcraft 1900; and Cessna 510S. Her most recent FAA first-class medical certificate was issued on October 19, 2016, with no limitations. She had accrued about 11,368 hours total flight experience as of March 2016. 

Pilot Information

Certificate: Airline Transport
Age: 66, Female
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s):  Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 10/19/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 10/18/2015
Flight Time:  (Estimated) 11368 hours (Total, all aircraft), 2032 hours (Pilot In Command, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: GRUMMAN AMERICAN AVN. CORP.
Registration: N425AE
Model/Series: AA-5B
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal; Utility
Serial Number: AA5B0487
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 09/01/2016, Annual
Certified Max Gross Wt.: 2401 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 1673.44 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT:  C91A installed, not activated
Engine Model/Series: O-360-A4K
Registered Owner: ANNIES THINGS LLC
Rated Power: 180 hp
Operator: On file
Operating Certificate(s) Held: None

Cessna 170B

The Cessna 170B was a four-seat, tailwheel-equipped, strut-braced, high-wing airplane. It was powered by a 6-cylinder, air-cooled, 145-horsepower Continental O-300-A engine that drove a 2-bladed McCauley fixed-pitch propeller.

According to FAA and maintenance records, the airplane was manufactured in 1952. Its most recent annual inspection was completed on October 1, 2016. At the time of the inspection, the airplane had accrued a total of 4,596.8 hours of operation.

Grumman American AA-5B

The Grumman American AA-5B was a four-seat, nosewheel-equipped, fully cantilevered, low-wing airplane. It was powered by a 4-cylinder, air-cooled, 180-horsepower Lycoming O-360-A4K engine that drove a 2-bladed Sensenich fixed-pitch propeller.

According to FAA and maintenance records, the Grumman was manufactured in 1977. Its most recent annual inspection was completed on September 1, 2016. At the time of the inspection, the airplane had accrued a total of 1,673.4 hours of operation.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KEVB, 10 ft msl
Distance from Accident Site: 6 Nautical Miles
Observation Time: 0847 EDT
Direction from Accident Site: 5°
Lowest Cloud Condition: Scattered / 5000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 260°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.02 inches Hg
Temperature/Dew Point: 20°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: DAYTONA BEACH, FL (7FL6)
Type of Flight Plan Filed: None
Destination: TITUSVILLE, FL (X21)
Type of Clearance: None
Departure Time: 0839 EDT
Type of Airspace: Class G 

At 0847 (1 minute after the accident), the recorded weather at EVB, which was located 6 nautical miles north of the accident site, included wind from 260° at 6 knots, visibility 10 miles, scattered clouds at 5,000 ft, temperature 20°C, dew point 17°C, and an altimeter setting of 30.02 inches of mercury.

According to the US Naval Observatory, at 0840 (6 minutes before the accident) in the area of the accident location, the altitude of the sun was 18.2° above the horizon, and the azimuth of the sun was 94.7° east of north. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 28.959444, -80.957222 

Examination of the accident site revealed a 1/4-mile-long debris field with most of the debris contained in a section that was 1,036 ft long and 290 ft wide. The Cessna and the Grumman came to rest about 220 ft apart.

Cessna 170B

Examination of the Cessna wreckage revealed that the aft fuselage had completely separated, just forward of the empennage, from the rest of the airplanes structure. The empennage was attached to the rest of the airplane by the control cables for the elevator, rudder, and pitch trim, which were twisted around each other multiple times. Further examination of the aft fuselage and empennage also revealed paint transfer marks that matched the trim color of the Grumman. These marks appeared on the leading edge of the vertical stabilizer, which had been crushed back; the right horizontal stabilizer; and the right side of the aft fuselage.

The Cessna's right wing flap came to rest about 397 ft northeast of the Cessna main wreckage. The inboard section of the right aileron was missing. The right aileron control cables and both right wing flap tracks had been severed, and the area just forward of the right wing flap mounting location displayed evidence of propeller strikes and was missing large sections of its structure.

Grumman American AA-5B

Examination of the wreckage of the Grumman revealed that no major portions of the airplane were missing. Both wings displayed heavy crush and compression damage. The fuselage was accordioned downward and forward, and the empennage was scorpioned forward. The top of the vertical stabilizer came to rest on the ground forward of the engine mounting location. The leading edges of the propeller blades were damaged and displayed semicircular gouges that matched the diameter of the aileron cables in the Cessna's right wing. 

Medical And Pathological Information

The Office of the Medical Examiner, Daytona Beach, Florida, performed autopsies on the pilots of the Cessna and the Grumman and determined that their cause of death was multiple blunt force injuries.

Toxicology testing for both pilots was performed at the FAA Forensic Science Laboratory. The results for the Cessna pilot were negative for carbon monoxide and ethanol. The drug atorvastatin, which is a statin used for lowering blood cholesterol, was detected in liver and blood samples. This drug is generally considered not to be impairing. The results for the Grumman pilot were negative for ethanol and tested-for drugs.

Additional Information

Formation Flights From 7FL6

According to a pilot based at 7FL6 who was familiar with the formation flying activities that occurred there, in 1985, three individuals began to operate formation flights from 7FL6. Formation flying grew over the years, and, at the time of the accident, more than 100 pilots were conducting extensive formation flights from 7FL6. Practice formation flights usually occurred on Wednesdays and Thursdays. On Saturday mornings, pilots would meet, brief, and set up multiple formation flights, which usually consisted of about 40 airplanes that operated in groups of 4 airplanes per flight, to fly to other airports for breakfast. These flights would sometimes have passengers on board. Formation flights would also operate with numerous airplanes in the formation during other events at 7FL6. Additionally, formation flights would be operated at 30 to 40 public fly-by events per year. He also stated that no one was in charge of organizing and overseeing the formation flights, and that the "Gaggle Flight Formation Group" was not an organization, no member paid any dues, and "we are a non-entity."

Formation Flying Standards Organizations

In response to a perceived need within the warbird community to standardize formation flying and increase its safety, the "Formation and Safety Training" National Standard Program was developed. Prior to this, various warbird organizations had created and were using procedures and signals unique to their membership background.

In 1993, the Warbird Operators Conference agreed to adopt a common national program for formation flying. Committee action resulted in acceptance of the T-34 Association "Formation Flight Manual" and the Darton Video "Formation Flying, The Art" as common standards by five organizations within the warbird community: the Canadian Harvard Aircraft Association, Confederate Air Force, EAA (Experimental Aircraft Association) Warbirds of America, North American Trainer Association, and the T-34 Association. A Formation and Safety Team (FAST) was charged to develop formation standardization materials, appoint check pilots, determine evaluation and flight check administration methods, and create manuals.

In 1995, the Valiant Air Command and the YAK Pilots Club (now know as the Red Star Pilots Association) joined FAST, and the Joint Liaison Formation Committee which was developed to encourage and enforce safety, standardization, and proficiency in liaison and light trainer formation flying was approved to use FAST documents and manuals.

In 1997, the FAA began requiring local Flight Standards District Offices (FSDOs) to include in airshow waiver approvals a stipulation that anyone participating in non-aerobatic formation flight during an airshow must possess valid industry formation training and an evaluation credential acceptable to FAA. Cards (similar to a wallet sized pilot certificate) had been developed by FAST to show as appropriate credentials and the International Council of Airshows (ICAS) also had a non-aerobatic formation card. However, since the FAST was recognized by FAA as a warbird only organization, the many and diverse groups of formation flyers outside the warbird community were now excluded from participating in formation within waivered airspace during an airshow unless they had an ICAS non-aerobatic formation card. Then, in late 1998, ICAS terminated issuance of non-aerobatic formation cards.

Discussions between Experimental Aircraft Association (EAA), FAST, and FAA in late 1997 resulted in FAST authorization for EAA to also use copyrighted FAST materials to create its own formation flying program dedicated to the EAA aircraft community. Subsequent discussions resulted in the forming of an independent corporation, Formation Flying, Inc. (FFI), to which EAA would become a signatory.

Since that time, about 20 signatory programs have been providing standards for formation training and flying, a system for proficiency evaluation, and a method for monitoring currency. They also use formation standards evaluation guides, forms, and manuals, along with a program to approve the issuance of formation pilot credentials based on demonstrated competency and maintained currency.

According to the leader of the Gaggle Flight Formation Group, some of the pilots that operated formation flights from 7FL6 had a FAST formation qualification card, and the group "backed away" from using FAST because "it got into a clique thing." He stated that the group was "careful" about new pilots who wanted to operate formation flights with them. He further stated that the group would ask the new pilots if they had any formation flying experience and would offer training. If any of the new pilots did not want training, they could still operate flights, but group members "would keep them at a distance, until they [the group members] could determine if they [the new pilots] could fly formation."

Review of the "Gaggle Flight" Formation Manual did not reveal any evidence of a structured program that provided standards for formation training and flying, a system for proficiency evaluation, a method for monitoring currency, or any formation standards evaluation guides or forms. No integrated program existed at 7FL6 to approve the issuance of formation pilot credentials based on demonstrated competency and maintained currency for the multiple formation groups that were operating at the airport.

Flight Leader Responsibilities

According to FAST's Foundation and Principles document, assuming the role of flight leader is a huge undertaking. In addition to being able to fly smoothly, providing a stable platform for the wingmen, Lead must monitor the wingmen, monitor the flight environment, and plan well ahead of the formation. The flight leader's responsibilities also include, but are not limited to:

• Safe conduct of flight
• Selection of wingmen
• Verification of pilots' credentials, currency and competency in type
• Mission planning
• Briefing the mission
• Debriefing the mission
• Training new formation pilots
• Endorsing Formation Proficiency Reports (FPR)
• Recommending pilots for Wing and Lead check rides

According to Formation Flying Inc., the flight leader is also responsible for the safe conduct of all formation flight under his/her control. He/she is responsible for approving all members in the flight. This implies the flight leader is familiar with the experience level, currencies, and credentials of each member with respect to the mission to be accomplished.

Flight leaders should identify members needing additional training and recommend or give it where necessary, even to the point of recommending recertification under their program. Flight leaders should assess the state of proficiency of wingman and flight leaders and forward recommendations when appropriate for certification to regional Program check pilots.

Leadership ability is the most important quality to be evaluated as a Flight Leader applicant. The applicant must demonstrate not only that he/she has the pilot skills and is in charge, but also that flight members can be confident and comfortable in following maneuvers and instructions. Flight leadership implies above average knowledge of aircraft and performance limitations, airspace and air traffic control environment, wingmen and their limitations, formation procedures, operational techniques, and signals, as well as excellent situational awareness.

The "Gaggle Flight" Formation Manual gave only minimal guidance about the flight leader's responsibilities, stating that, in any formation, the leader is responsible for "maintaining visual lookout for his flight, flying his aircraft as smoothly as possible, and keeping power changes and control inputs to a minimum." The manual also indicated that the flight leader "should brief the flight and then execute the profile as closely as possible. If changes are required, he should inform his wingmen accordingly."

Wingman Responsibilities

According to FAST, being a good wingman means more than just hanging on Lead's wing. The wingman is part of a disciplined team, and with that comes additional responsibilities:

• Provide mutual support
• Maintain formation integrity
• Assist in mission planning, if requested
• Keep Lead in sight at all times
• Be aware of departure, enroute and arrival routing so he can assume the lead, if required
• Monitor Lead for proper configuration and abnormal conditions
• Assist during abnormals or emergencies, as directed
• Monitor radio communication
• Trust and follow Lead's direction

According to FFI, a wingman, should use familiar phrases, should aim high, be the best they can be, and trust in the leader, maintain currency, and learn the traits of a good leader.

According to the "Gaggle Flight" Formation Manual, the wingman "is always flying off the leader. As a wingman you should position yourself so that you are in a comfortable position keeping in mind what has been briefed as the ideal wing position." The manual also stated that "normally Gaggle Flight will fly with the wingman stacked slightly low with nose tail separation and wing tip separation. This is a reasonably comfortable position for most flights that have four aircraft." In addition, the manual stated, "remember when flying in the number 2 position you set the spacing for the rest of the formation."

Dissimilar Aircraft in Same Formation

The Cessna 170B and the Grumman American AA-5B were dissimilar aircraft because the Cessna was a high-wing airplane and the Grumman was a low-wing airplane. The pilot of the Cessna would have had limited visibility outside of the cockpit to any area that was directly above, or above and to the left or right of the cockpit due to the cabin roof and wings. The converse would generally be true for the low wing aircraft, like the Grumman, operating in the formation.

FAA Formation Flight Regulation and Guidance

According to 14 CFR Part 91.111, Operating Near Other Aircraft,

(a) No person may operate an aircraft so close to another aircraft as to create a collision hazard.
(b) No person may operate an aircraft in formation flight except by arrangement with the pilot in command of each aircraft in the formation.
(c) No person may operate an aircraft, carrying passengers for hire, in formation flight.

According to the section in FAA Advisory Circular AC-90-48D, Pilots' Role in Collision Avoidance, discussing flying in formation,

Several midair collisions have occurred which involved aircraft on the same mission, with each pilot aware of the other's presence. Pilots who are required, by the nature of their operations, to fly in pairs or in formation are cautioned to:

1. Recognize the high statistical probability of their involvement in midair collisions.
2. Make sure that adequate preflight preparations are made and the procedures to be followed are understood by all pilots intending to participate in the mission.
3. Always keep the other aircraft in sight despite possible distraction and preoccupation with other mission requirements.
4. Avoid attempting formation flight without having obtained instruction and attained the skill necessary for conducting such operations.


NTSB Identification: ERA17FA143A
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 01, 2017 in Edgewater, FL
Aircraft: CESSNA 170B, registration: N8082A
Injuries: 2 Fatal.


NTSB Identification: ERA17FA143B
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 01, 2017 in Edgewater, FL
Aircraft: GRUMMAN AMERICAN AVN. CORP. AA-5B, registration: N425AE
Injuries: 2 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On April 1, 2017, about 0842 eastern daylight time, a Cessna 170B, N8082D, and a Grumman American AA-5B, N425AE, were destroyed during an in-flight collision near New Smyrna Beach, Florida. The airline transport pilot flying the Cessna and the airline transport pilot flying the Grumman were both fatally injured. The airplanes were part of a formation flight that departed from Spruce Creek Airport (7FL6), Daytona Beach, Florida, about 0839, and was destined for Arthur Dunn Airport (X21), Titusville, Florida. No flight plan was filed. Visual meteorological conditions prevailed, and the personal formation flight was conducted under 14 Code of Federal Regulations Part 91.

Both accident airplanes were participating in a formation flight with three other airplanes. All five pilots participating in the formation flight were members of a pilot group based at 7FL6. On the morning of the accident, members of the group were flying to X21 to attend a monthly breakfast event.

The five-airplane formation flight involved in the accident included a Great Lakes biplane, the accident Cessna, the accident Grumman, a Grumman AA-1C (Lynx), and an American Champion 8KCAB (Super Decathlon), all of which took off from 7FL6 in elements. The flight leader was flying the biplane and the accident Grumman took off in formation first, followed by the Cessna and the Lynx taking off in formation next, followed by the Decathlon.

After takeoff from 7FL6, the flight initially formed into a five airplane "Vic" or "V" formation, with the flight leader in the biplane at the apex, and the rest of the flight in echelon with the Grumman in the No. 2 position, and the Decathlon in the No. 5 position, to the left of the flight leader, and the Cessna in the No. 3 position, and the Lynx in the No. 4 position, to the right of the flight leader.

The formation flight then turned south towards X21. Due to the position of the sun, the flight leader decided to change to a left echelon formation where the airplanes would be arranged diagonally, to his left, with each airplane being stacked slightly low, behind, and to the left of the airplane ahead. This arrangement allowed the pilots to avoid the sun glare. This would require the Cessna (No. 3) and the Lynx (No. 4) to transition across from right to left behind the leader. The Grumman would remain in the No. 2 position to the left and aft of the leader, the Cessna in the No. 3 position to the left and aft of the Grumman, the Lynx in the No. 4 position to the left and aft of the Cessna, and the Decathlon in the No.5 position to the left and aft of the Lynx.

According to the flight leader, moments after he commanded the Cessna and the Lynx to the left, in the corner of his peripheral vision at approximately his 7 o'clock position, he saw a "flash" or something white, like the bottom of an airplane.

According to the pilot of the Lynx, when the flight leader commanded the Cessna, and himself to the left, he heard the flight leader transmit "cleared to cross," and he observed the Cessna start to move to the left "slow and normal." He stayed with the Cessna, and when it was almost on the left echelon bearing line, he saw the it move into position behind the Grumman. He then suddenly saw "parts" coming back towards him on his right side, along with what appeared to be "vapor." He then saw the Grumman abruptly pitch up, and go past him above and to his right. The Grumman then looked like it was entering a loop as the airplane's nose was already past vertical and he could see the top of the airplane. He then observed something on the right side of the Cessna move upward before its tail began to "slew to the left," and disappeared from view.

The biplane and the Lynx then broke formation, with the biplane immediately pulling up and turning hard left, and the Lynx entering a left 60° banked turn. The flight leader in the biplane could see parts of the airplanes falling to the ground, and he could see the Cessna descending like a falling leaf with what appeared to be the right wing folded over. The flight leader then began to circle the accident site, and reported the accident over the radio to an air traffic controller at New Smyrna Beach Municipal Airport, (EVB), New Smyrna Beach, Florida. He then continued to circle the accident site until emergency responders arrived.

According to witnesses who were driving on Interstate Highway 95 (I-95), they saw the formation flight traveling southbound. They observed that the formation flight was about 1/4 mile west of I-95 when the collision occurred, and they observed the "wing" on one of the airplanes come off, the airplane tumble, and then rapidly descend tail low, until they lost sight of it behind a tree line. They also saw the other airplane descend rapidly, almost straight down, until losing sight of it. The witnesses also watched as parts from both airplanes descend to the ground with one piece landing in the median between the northbound and southbound lanes. Moments after the collision occurred, another formation flight flew north along the east side of I-95.

Examination of the accident site revealed that a 1/4-mile-long debris field, with most the debris being contained in a 1,036 ft long by 290 ft wide section. The Grumman and Cessna came to rest approximately 220 ft apart.

Examination of the wreckage of the Cessna revealed that the monocoque structure of the aft fuselage was completely separated from the rest of the airplanes structure, just forward of the empennage. The empennage was attached to the rest of the airplane by the control cables for the elevator, rudder, and pitch trim, which were twisted around each other multiple times. Further examination of the aft fuselage and empennage also revealed the presence of paint transfers, which matched the trim color of the Grumman. These were present on the leading edge of the vertical stabilizer which had been crushed back, the right horizontal stabilizer, and the right side of the aft fuselage.

The Cessna's right wing flap came to rest approximately 397 ft northeast of the main wreckage of the Cessna. The inboard section of the right aileron was missing, the right aileron control cable had been severed, and the area of the wing just forward of the right wing flap mounting location, displayed evidence of propeller strikes, and was missing large sections of its structure.

Examination of the wreckage of the Grumman revealed that no major portions of the airplane were missing. The leading edges of the propeller blades were damaged and displayed semicircular gouges

According to Federal Aviation Administration (FAA) and maintenance records, the Cessna was manufactured in 1952. Its most recent annual inspection was completed on October 1, 2016. At the time of the inspection, the airplane had accrued 4596.8 total hours of operation.

According to FAA and maintenance records, the Grumman was manufactured in 1977. Its most recent annual inspection was completed on September 1, 2016. At the time of the inspection, the airplane had accrued 1673.4 total hours of operation.

According to FAA records, the pilot of the Cessna held an airline transport pilot certificate with ratings for airplane multi-engine land, and commercial privileges for airplane single-engine land. He also held a flight instructor certificate with ratings for airplane single engine, airplane-multi engine, and instrument airplane; a flight engineer certificate with a rating for flight engineer turbojet powered; and a mechanic certificate with ratings for airframe and powerplant. He also held type ratings for the B-737, B-757, B-767, B-777, BE-1900, and BE-300. His most recent FAA first-class medical certificate was issued on February 10, 2017. He had accrued about 14,620 total hours of flight experience.

According to FAA records, the pilot of the Grumman held an airline transport pilot certificate with ratings for airplane multi-engine land, and commercial privileges for airplane single-engine land, and airplane single-engine sea. She also held a flight instructor certificate with ratings for airplane single engine, airplane-multi engine, and instrument airplane; a flight engineer certificate with a rating for flight engineer turbojet powered; and a ground instructor certificate with ratings for advanced and instrument. She also held type ratings for the A-330, B-747, B-757, B-767, BE-1900, and CE-510S. Her most recent FAA first-class medical certificate was issued on October 19, 2016. She had accrued about 11,368 total hours of flight experience.

The wreckage of both airplanes was retained by the NTSB for further examination.

Anne Edmonson

Once in a great while, we get an opportunity to meet up with someone uniquely special. Someone whose presence has such an impact that it changes the course of our life forever. A person who is full of life and a spirit of adventure. Someone who's laughing is contagious and who invites you to the party. If you met this person, even for a brief moment, their words can have a huge impact. Kids are the best at detecting the real-deal with their innate ability to listen, imagine, and self-actualize without imposing restrictions the rest of us suffer.

As children, we are often told by adults “good things come in small packages.” This time they got it right. While Anne’s physical stature was slightly higher than the kids who flocked around, her presence was with the giants…. the giants of industry, music, education, and aviation. Even the most accomplished of us want the kindness, imagination, and indomitable spirit Anne displayed.

Prior to catching the flying bug, Anne was mom to Julie and Kate in Sheridan, Wyoming working as an elementary school music teacher and band director. She graduated from Eastern Washington State University with a minor in Math and masters in Music. Anne’s next journey was about to take a significant course change.

Recently retired Navy LCDR Al Edmonson walked into her life; they married in 1987 and moved to San Diego. After a few years of working together in real estate, Al took Anne to the Imperial Valley during Winter Training at El Centro for the Blue Angel “Hangar Party” hosted by Brawley crop duster and Honorary Blue Angel Don Lambe. While she may have been impressed meeting the 1988 Blue Angel Team, it was easy going, calm yet confident Donny and his air tractor that won her interest that day. Climbing up and sitting on the console of his plane as they took off to jump hay stacks in the open and flat Imperial Valley farmland. Donny showed Anne the joy of being airborne. Her passion for flying was born.

Soon after that first flight, Anne joined the Armed Forces Aero Club at Montgomery Field and set out to get her license. With Anne’s dedication and encouragement from Wyoming FBO owner Fred Mooney, she became a CFII in 8 months, flying six days a week. Anne would pick Julie up from high school and return to the field offering her two choices on where to study: the briefing room at the FBO or backseat airborne.

In only two years and eleven months’ time from her weekend at Imperial Valley, Anne was sitting right seat in a Beech 1900 at Mesa Airlines. Two years after joining Mesa, Anne upgraded to Northwest Airlines flying DC-9’s. She went on to fly the 747, A330, 757 and retired as a 767 Captain for Delta Airlines following the merger with Northwest. She enjoyed flying routes in Asia, South America, and Europe retiring last year with 25 years of service.

Just as she was inspired by a brief evening together with Blue Angel Officers, and a chance ride in a crop duster, she never lost sight of her ability to influence everyone who crossed her path. She took every opportunity to inspire people to just go for it. Anne was not afflicted with the gender stigmas so popular today, downplaying any suggestion of notoriety based on anything other than getting good at what you are doing by following your dreams.

Anne Edmonson died on Saturday, April 1, 2017, at the age of 66 doing what she loved...flying. She is survived by her loving husband Al, who was her biggest cheerleader; her daughters Julie and Kate; step-daughters Kim and Teresa; and 9 grandchildren.

Although she would object, Anne will be idolized by everyone who looked up to her and tearfully missed by those fortunate enough to spend time with her. I asked Julie this week what her Mom would say to us today. Without hesitation, she knew her Mom would tell us all “It happened. Now suck it up and figure out what’s next.”

She left us way too soon.

https://www.sheridanmedia.com




Gary Lee Somerton, a United Airlines Captain and resident of Port Orange, FL, died unexpectedly on April 1, 2017 at the age of 57.

Gary is survived by his wife Christine Russell Banks; his children, Kyliegh, Cole, Andrew Banks and Katherine Banks; his siblings, David Somerton of Oklahoma City, OK, Linda Foster and Patty (Frank) Merriam, all of Pittsburgh, PA; and a host of nieces, nephews, in-laws, long-time friends and co-workers. He is predeceased by his parents John and Ruth (Fenton) Somerton and his sister Judith McCaskey.

Gary was born in Pittsburgh, PA on February 16, 1960. He graduated from Brashear High School and Pittsburgh Institute of Aeronautics where he studied aviation technology and aircraft maintenance. He began his career in aviation as an airplane mechanic, ultimately achieving his dream of becoming a pilot. He has served United Airlines as a pilot for more than 20 years, most recently as a Captain of the 737. On November 21, 2015, Gary and Christine were married in a beachside service in Ormond Beach, FL. 

They settled with their four children at the Spruce Creek Fly-In, where they embraced the family lifestyle of the surrounding aviation community. Gary pursued his passion for flying beyond his career as a member of the Experimental Aircraft Association (EAA Chapter 288), serving as an Eagle pilot and an Aviation Explorer volunteer. He took great pleasure in gatherings at “The Tree” and his many gaggle flights. In addition to spending time with his family and fellow-aviation enthusiasts, Gary enjoyed the beach and Jimmy Buffet tunes.

A memorial service is scheduled for 11 AM on Friday, April 14 at the Port Orange Presbyterian Church located at 4662 S. Clyde Morris Blvd., Port Orange, FL 32128. The Reverend Calvin Gittner will officiate. Memorial donations may be offered to the Gary Somerton Memorial Fund administered by EAA Chapter 288, which is intended to support aviation education for youth (https://squareup.com/market/eaa-chapter-288 ). Condolences may be shared with the family at lohmanfuneralhomes.com

The family wishes to extend their gratitude to friends and neighbors, the Port Orange Presbyterian Church and to Gary’s extended aviation family for their outpouring of love and support.

Read more here:  http://www.lohmanfuneralhomes.com






Anne Edmonson and Gary Somerton were both airline pilots. They both shared their love of aviation with the young.

And during a tragic flight last Saturday they both died when their small planes collided while flying in formation over Edgewater.

The Edgewater Police Department on Thursday released their identities. Edmonson, 66, and Somerton, 57, both lived at the Spruce Creek Fly-In. They died in the crash as they flew near Interstate 95 and State Road 442, officials said. The planes left a quarter-mile-long trail of debris.

Edmonson and Somerton had been flying in formation about 8:45 a.m. with at least four other aircraft when the accident occurred, according to the National Transportation Safety Board. The Cessna in the crash was registered to Somerton, according to an NTSB database. The other plane was a Grumman Tiger.

Both Edmonson and Somerton had airline transport pilot ratings from the Federal Aviation Administration, according to the FAA website. Edmonson, though, had passed the mandatory retirement age of 65.

Somerton was a 737 pilot at United Airlines, according to Lynn O’Donnell, a friend. Officials from the airline did not return a phone message left Thursday.

Both Edmonson and Somerton were members of the EAA Chapter 288, which encompasses the Daytona Beach area, said chapter president Matt Simmons in a phone interview.

“They were both very active members of the chapter and it’s a loss for the community and for the chapter,” Simmons said.

Simmons declined to comment about the flight in which the two members perished. But he said it was not an EAA-sponsored flight.

“The accident had nothing to do with the chapter,” Simmons said.

The chapter has set up the Gary Somerton Memorial Fund to support programs encouraging youth to get involved in aviation, Simmons said.

“Gary was active in supporting youth programs through the EAA,” Simmons said.

Edmonson also had an interest in youth and aviation. She participated in a “Girls Fly” event on March 11 at the Ocala International Airport during Women in Aviation Week, according to a story from the Ocala Star-Banner. The event was designed to increase girls’ interest in aviation.

Edmonson told the girls and others during the event that she began flying when she was 38 and was a retired airline captain. Edmonson said she was a former captain at Delta Airlines and had flown a Boeing 767 for about four years during a 25-year-career which included flying cargo as well as international flights to South America, Europe and Asia, the Star-Banner reported.

Todd Gunther, an investigator with the NTSB, described during a press conference last week what witnesses saw of the two aviators’ last flight.

“According to witness statements, they viewed a formation flight that was in the area of I-95,” Gunther said. “As the aircraft were passing over I-95, according to witnesses, two of the aircraft came together and then the aircraft descended and impacted in the field behind me.”

The debris included large pieces of the aircraft. After hitting the ground, the Cessna 170 and the Grumman ended in up in two separate locations approximately 200 yards apart. Gunther said.

Gunther said it’s believed the planes took off from Spruce Creek Airport. 

Original article can be found here:   http://www.news-journalonline.com





EDGEWATER — Two airplanes that collided in the air over Interstate 95 on Saturday left a quarter-mile-long line of debris before hitting the ground in a wooded field and killing two pilots, an air safety investigator with the National Transportation Safety Board said.

The doomed aircraft, a Cessna 170 and a Grumman American AA-5B, were flying in formation with at least four others when the two aircraft hit each other as they flew past over I-95, said Todd Gunther, the NTSB investigator leading a team looking into crash.

In a press briefing Sunday afternoon near the site of the crash at I-95 and State Road 442, Gunther said 9-1-1 dispatchers were called around 8:45 a.m. about the incident by people who witnessed it.

“According to witness statements, they viewed a formation flight that was in the area of I-95,” Gunther said. “As the aircraft were passing over I-95, according to witnesses, two of the aircraft came together and then the aircraft descended and impacted in the field behind me.”

Gunther said the identities of the pilots will be released either by the Medical Examiners’ Office or local authorities, which in this case, is the Edgewater Police Department, said city spokesperson Jill Danigel.

The debris spread from I-95 and extended a quarter-mile to the crash scene. The debris included large pieces of the aircraft. After hitting the ground, the Cessna 170 and the Grumman ended in up in two separate locations approximately 200 yards apart. Gunther said.

Gunther said it’s believed the planes took off from Spruce Creek Airport. Investigators are working to determine where they were going.

A preliminary report about the incident will be made public in 10 days and a final report with photos, research and diagrams will be completed in a year. The Federal Aviation Administration is helping with the investigation, Gunther said.

A preliminary inspection of the aircraft at the crash scene showed they were functioning well, Gunther said.

“What we know so far looking at the physical wreckage is that there is no indication of any type of a control failure on either aircraft,” Gunther said. “We have no type of structural failure that occurred before the impact sequence. In other words, all the wings, the tail, the fuselage was in place.”

The preliminary inspection at the crash site also did not reveal any type of power failure in the aircraft. Before the midair collision, witnesses said they saw the Grumman airplane was to the right of the Cessna 170, he said.

“Before the aircraft came together, the Grumman was to the right and aft of the Cessna 170 when they came together,” Gunther said. “We don’t know if the Cessna 170 decelerated, we don’t know if the Grumman accelerated and that’s something we are going to look at.”

At this point, investigators don’t whether the airplanes ascended or descended before the collision, Gunther said.

The wreckage of the aircraft, which was removed Sunday afternoon around 4, will be taken to a secure facility. Both airplanes will be reconstructed to look for evidence, weather condition and review them.

Investigators will also be looking at the aspect of “man, machine and environment” during the discovery phase, Gunther said.

“We will be looking at the flight physiology of both of the occupants of the aircraft,” he said.

Story, video and photo gallery:   http://www.news-journalonline.com



EDGEWATER, Fla. —  Investigators removed the two aircraft that collided midair Saturday from where they crashed to the ground in Edgewater.

The planes will be taken to a secure location where the National Transportation Safety Board will conduct a 2-D reconstruction.

The 2-D reconstruction will have a crew laying down the debris from the crash and putting it back together.

The NTSB is searching for paint-to-paint transfers, as they work to figure out how the two pilots collided.

Earlier in the day, Todd Gunther, the lead NTSB investigator said it’s unclear if the Cessna 170B and the Grumman American AA-5B Tiger accelerated or decelerated before crashing.

"There is no indication of any type of control failure on either aircraft. We have no type of structural failure that occurred before the impact sequence. In other words, all the wings, tail, the fuselage, was in place, we have no indication of any type of power plant failure from any aircraft and we have no type of indication or evidence of any type of in flight fire or explosion," Gunther said.

Both pilots, a man and a woman, died in the crash.

Witnesses said there were about six private planes flying in formation after leaving the Spruce Creek Fly-In.

Investigators say they will have a preliminary report in 7-10 days; however, it'll be a year before they release the factual report determining exactly what happened in the sky Saturday morning.


Story and video:   http://www.wesh.com







VOLUSIA COUNTY, Fla. (WOFL FOX 35) - Megan O'Keefe told Fox 35's David Williams that she and her husband saw two planes crash in Edgewater Saturday morning.

"The pilots acted very heroically," She said.

Megan O'Keefe and her family were driving to their daughter's soccer game Saturday when her husband said, "'Look! There's a plane and I think it's going down.'"

She said she looked up and saw five planes, three in formation and two in a dive.

"The two of them, it was going really fast and was going to the ground," She said.

Horrified, she called 911.

"It was very intense," She said. "Nothing we've ever seen before. Very surreal like out of a movie. It was a very scary moment."

She says after the two planes collided, pieces began falling out of the sky.

"At first we thought maybe it was a wing coming at us and lots of debris going all over the road," She said. "It could have crashed into my car. I had my entire family in the car with me."

Then, she saw a plane seemingly flying above the crash site.

O'Keefe showed Fox 35 cellphone she took moments after the tragedy, as she and her husband ran into the woods hoping to save someone, but there was nothing they could do. Both pilots were dead.

"My heart goes out to the friends and family of these victims," She said.

She said the pilots died as heroes.

"...They landed in the woods when they could have landed on 95 and it would have caused a lot of other casualties," She said.

Story and video:  http://www.fox35orlando.com























Two people were killed Saturday after two small planes collided midair and then slammed into a wooded area near Edgewater, authorities said.

The two single-engine planes crashed just after 9 a.m. about a half a mile west of Interstate 95 near State Road 442, according to authorities. Witnesses said the planes were flying in formation with several others just before the collision.

“A witness reported seeing two small airplanes collide, separate and fall to the ground,” said Edgewater Police Chief David Arcieri.

Federal Aviation Administration spokeswoman Kathleen Bergen identified the planes as a Cessna 170 and a Grumman American AA5B, a four-seat light aircraft built in the late 1970s and ’80s.

The two pilots killed were not identified Saturday and authorities did not answer questions about where the planes had taken off from. Investigators said they did not believe there were others on the planes.

Photos, however, showed the Cessna’s tail number as N8082A. According to an FAA database, the Cessna is registered to Gary Somerton, of Port Orange. Property records show that Somerton owns a home at the Spruce Creek Fly-In community, which is about 13 miles north of the crash site. The Fly-In is the largest airpark in the United States, and a group there regularly performs formations.

The tail number of the Grumman American AA5B could not be determined.

At the crash scene, National Transportation Safety Board investigators reviewed a green-and-white plane that was in a crumpled heap next to a large tree.

A witness who asked not to be identified said one of the planes started falling out of the sky and then its wing struck the other plane.

“It went into a spin and the other one fell backwards,” he said.

Megan O’Keefe, who was traveling south on I-95, said she and her family saw the crash from their car.

“All of a sudden I looked and one plane just went into a nosedive,” she said.

Her family pulled off the highway and tried to find the crash victims.

“We were in the woods, trying to find smoke but it was too far,” she said.

What looked to be a red antique biplane circled over the crash site until rescue crews could arrive, O’Keefe said.

“He wouldn’t leave until they could get to his buddies,” she said. “It was really sad.”

The FAA said it was investigating the crash in conjunction with the NTSB, which will determine the official cause.

This is the second deadly plane crash in Volusia County in the last five months. In December, two people were killed when a small experimental plane crashed into the front yard of a home in the Spruce Creek Fly-In community.

The crash Saturday brought the total number of people killed in fatal air crashes to 26 in Volusia and Flagler counties since 2006. The greater Daytona Beach area is a hot spot for general aviation flights, which includes private planes, twin-engine corporate jets, vintage planes and experimental aircraft.

General aviation is riskier than commercial flight. In 2015, there were 229 fatal accidents nationwide, killing 376 people, according to the NTSB.

Story and video:  http://www.news-journalonline.com

33 comments:

  1. Does the FAA require an endorsement to fly formation?

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  2. The first part of the Grumman's tail number is visible in one of the pictures; hard to see because it is upside down. N42...

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  3. It was a gaggle flight from 7FL6. They were locals from Spruce Creek. Both of them who died were high time Airline pilots. The 170 pilot was a friend of mine.

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  4. In these times of loss, we should be reminded that life is precious and each day is a gift. Tell those you love how you feel every day and live each day like it is your last.

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  5. You have the wrong Grumman id....It is N425AE.....It was my sisters plane

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  6. So SAD! This is why I have never and will never do this. Friends of mine have, and have had very close calls. Very dangerous operations!

    Air Carrier, ATP, CFI-

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  7. Always amuses me when folks with opinions against something start of with "I have never done or I will never do this" and offer a baseless opinion since they have neither the training, or experience to make such a judgement.
    The formation flying in Spruce Creek is per F.A.S.T (formation and safety team) training derived from Military formation training rules. As such, it is much safer than the folks that only fly occasionally in GA planes. In fact the safety record speaks for itself. At Spruce Creek, although formation flights have been ongoing for many years, this is the first and only accident. I personally know both of the pilots lost and view this as an unusual and extremely rare accident and offer my sincere condolences to their families.

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  8. Those who believe form flying is very dangerous and would never do it, SHOULD never do it. Just don't complain the next time a non-pilot says the exact same thing about flying generally, or GA, or single pilot IMC, or piston twins, or piston singles, or ... to each their own! Personally, it is more productive to identify and manage risk than try to make every situation fit one's own personal risk ruler, especially when one has no experience in the activity.

    Any experienced formator knows that, like ANY flying, form flight is something inherently dangerous that is intolerant of inattention or error. Unfortunately, as pilots we can be forced to pay a high price for our mistakes, or the mistakes of others.

    We don't know what happened here, and won't for a year and maybe ever. We can support the loved ones now grieving, and perhaps learn something from any facts that come out. We can also pause and remind ourselves that everything we love can be gone in an instant, so we should take some time to cherish it - now!

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  9. Don't be amused; you should be saddened. The lack of common sence is amazing. Also, don't set that camp fire next to the propane tank - cause that is what your doing. There must be a much better way to enjoy aviation. So, the next time you set that brake on the 320, think about the lives that could have been taken on the ground. Please examine the S in FAST. Sort of contradictory, isn't it?

    Retired Airline, ATP, CFI

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  10. Very sad. Flying is such a joy.

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  11. I agree with anonymous April 3rd. I was taught and have always believed there is enough risk and danger in flying as it is without pushing the envelope. Also agree with flying is such a joy, after 51 years still enjoy my J-3.

    Retired Corprate pilot: ATP,CFI

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  12. If u search lakes goofy flights, Facebook page comes up, very shocking, these people were bound to have a mid air. Spruce creek rich boys,airline pilots, absolutely crazy formation flights up to 15+ aircraft, unguys were on borrowed time. No surprise after seeing that Facebook page, spruce creek has had its share of nasty accidents, mostly more money then brains or hot shot bored airline pilots and thrill seekers.

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  13. FAA, NTSB, DOT read this ^ ^ (above comments), then checkout the referenced Facebook page -- it's a real eye opener of reckless abandonment. Very disturbing. The news media and general public would be flabbergasted if they only knew this sh!t was going on in Florida.

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  14. U spruce creek people are dangerous, that website is yes, shocking, like children, very deadly dangerous. U should grow up and be responsible. Such a display of poor judgement, no wonder u had a mid air, look at those pictures.
    https://www.facebook.com/photo.php?fbid=10153229097528801&set=gm.404579589727618&type=3

    Unbelievable, a bunch of clowns, wealthy flyboys,

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  15. I know for a fact that the FAA and NTSB folks come through here in mornings ;)

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  16. FYI: NTSB & FAA read this aviation blog 24/7.

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  17. America is blessed to have the FAA.

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  18. I agree, FAA is for aviaion safety they are not perfect of course (nor are any of us) overall however IMO they do a good job. I know several personally and they are all personable and very much promoting safety. Anybody here participate in the wings program?

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  19. Gerry, I do. All the way to Master Wings. It seems most posters are anonymous. Always makes me wonder why. I am a fairly low time private pilot who flies a Mooney 201. Flying is difficult without attempting to fly in formation. I cannot tell you how many times I have assured passengers on my airplane that "Nobody on this airplane wants to arrive alive more than me". With that in mind, what you see in these Youtube videos is extremely difficult precision flying. This is well rehearsed and undertaken by very skilled pilots. Those who call it Reckless or Child Like do not understand that nobody up there wants to be safe more than the Pilot. Accidents happen. Yes, usually as a result of a mistake but to call what they do Reckless is completely off base.

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  20. Well John ur just as clueless as them

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  21. I agree with you John they well practiced and skilled at what they do, however they are also accepting a large of unnessesary risk. This is my opinion only doesn't make it wrong!

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  22. John, the answer is fear of retaliation. Who knows what these folks could be up to. Make sense?

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  23. Has anyone else noticed that Spruce Creek = accidents. I'm thinking a name change and the Popes blessing is in the future. This place is the plague.

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  24. That’s a respectable number of logged flight hours.

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  25. Formation flying without a parachute is unwise....

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  26. The "Spruce Creek Gaggle" formation flights are mostly reponsible pilots but there are a couple old men that try to relive their long lost youth and show off a bit too much, lead by a man named Keith Phillips. He has a few groopies and lives in a past imagined glory that is long gone and is often seen doing low altitude aerobatics in his little plane, showing off how great a pilot he is. The man is in his 80's and can hardly walk straight... the reckless attitude permeates and the lack of training of new members that show up on Saturdays to join the group is appalling. Way too casual and reckless and they mostly operate homebuilt planes.

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  27. Formation flying period is unwise... maybe Keith should get a friendly visit from the local FSDO GA safety inspector. If Keith wants to kill himself fine. But what about the innocent people on the groud that could get hurt? Shame on you Keith!

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  28. Well the spruce creek crew has restricted the Facebook page with all their dangerous events on it, interesting. Seems like the guy with the DGA HOWARD pa crash was in on that formation flight according to a post on that accident page. Not the last crash we'll see from them.

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  29. 4 Spruce Creek people have been killed in 4 crashes and that is only since December, three months ago...

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  30. Back in March 2008, this same Keith Phillips had a Gaggle from Spruce Creek fly to Arthur Dun Airport for a EAA-sponsored pankake breakfast. The Phillips Gaggle super pilots interrupted the normal local traffic and effected a non-standard group approach foregoing the customary downwind leg entry to the pattern and did their military-style initial on final with a 360 overhead turn spiral down to land. This interrupted the normal pattern at that airport, confusing the local traffic. Their phraseology in the air also very confusing to the locals: "flight of four on final for three-sixty overhead break...". They landed in close staggered groups and slowed down on the runway after touch-dow. Several planes were still on the runway when another plane (a Velocity) that was innocently approaching the airport came too close and, in an evading go-around maneuver, lost control and crashed onto one of the gaggle planes that had landed and was already on an exiting taxiway. In the end four people were killed in this very preventable fiery accident. The NTSB never investigated Mr Phillips nor his group, many of which would not pass a real FAA physical, and everyone was mum afterward, some blaming the poor bastard in the Velocity.

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  31. Are the NTSB and the FAA investigating this Keith Phillips and his Spruce Creek Gaggle for negligence?, seems their past reckless acts and showboating might be a causating factor in this mid-air collission that resulted in the loss of not just the two lives involved, but also a dramatic turn for the worse of the lives of their children and family. This is devastating and unfortunately could have been prevented.

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  32. Here is news footage of the Arthur Dunn Airpark crash caused by Spruce Creek Gaggle
    https://m.youtube.com/watch?v=TOVLsWb3evg
    https://m.youtube.com/watch?v=sJaOXhZf7Ss

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