The final National Air Races at Reno, Nevada are on hold following a two-airplane accident.

Reno Air Racing Association released a statement (see below) saying the pilots of the two aircraft involved are both deceased.

Identification of pilots has been held while the race organization contacts the next of kin. However, witness reports say that the two aircraft came together while recovering following the race.

The aircraft met such that the tail of one aircraft was severed followed by both aircraft falling to the ground at steep angles. There are no reports of anyone on the ground being involved; one aircraft appears to have crashed on open airport property, the other off airport also in open land between two sets of housing.

Whether the Unlimited and Sport Gold races will be run or concluded on the basis of previous heat races remains to be determined.

Statement regarding incident during final day of National Championship Air Races

Reno, Nev. – It is with great sorrow that the Reno Air Racing Association (RARA) announces that around 2:15 p.m. this afternoon, at the conclusion of the T-6 Gold race, upon landing, two planes collided and it has been confirmed that both pilots are deceased. The RARA Board of Directors and the T-6 class president are working to notify next of kin and ensure families have all of our support. There were no civilian injuries and we’re in the process of confirming additional details around the incident. Additional information will be released as soon as it is available. All racing operations are currently suspended.

Safety is the foremost concern of RARA and we work year round to host the safest event possible. As we always do, we are cooperating with the National Transportation Safety Board, the FAA and all local authorities to identify the cause of the accident and ensure that all of our pilots, spectators and volunteers have the necessary support during this time.

Editor’s Note: This is a developing story.

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According to multiple media sources, the two helicopters, a Bell and a Sikorsky S-64 Skycrane, were part of a six ship response to a fire in Cabazon, a small community in Riverside County approximately 90 miles east of Los Angeles. The initial fire call was for a structure fire, but it quickly spread to the dry grass and scrub brush nearby.

The three souls lost were aboard the Bell helicopter, which was used in an observation and coordination role when it collided with the Sikorsky S-64 Skycrane. The latter are often used to drop water or fire retardant.

The Bell crashed on a hillside, touching off another blaze that grew to 4 acres before it was extinguished. The names of the three people killed had not been released by publication time. They were, however, identified as the contract pilot, a California Department of Forestry and Fire Protection (CAL FIRE) chief, and a CAL FIRE captain. 

The Sikorsky made a hard landing, but no injuries were reported.The NTSB and FAA are investigating the accident.

This is an evolving story that FLYING will continue to follow.

The post 3 Killed When Helicopters Collide in Southern California appeared first on FLYING Magazine.

Both aircraft, B-17G, N7227C, and Bell P-63F, N6763, are registered to the American Airpower Heritage Flying Museum. Both were part of the Dallas, Texas-based Commemorative Air Force, a non-profit organization dedicated to preserving and showing historical aircraft. 

The CAF has released the names of the pilots killed in the accident. Aboard the B-17G: Terry Barker, Dan Ragan, Leonard “Len” Root, Curt Rowe, and Kevin “K5” Michels. Aboard the P-63F: Craig Hutain.

The accident happened in full view of the spectators, many of whom caught the event with smartphone cameras. These images quickly flooded social media and the accident was viewed from several angles.

During a press conference held late Sunday, Michael Graham of the NTSB requested that, “If anyone in the public has photos or videos of the accident, we would like to ask that you please share them with the NTSB; send to: witness@NTSB.gov.”

What Happened

The accident occurred at approximately 1:22 p.m. local time at Dallas Executive Airport (KRBD) during the air parade of World War II aircraft.

According to multiple video sources, the P-63F appeared to be at a slightly higher altitude as it came from behind and from the left of the B-17G and then entered a descending left turn. The P-63F struck the B-17G at the bomber’s radio compartment. The impact cleaved the larger airplane in two, and both aircraft disintegrated in a fireball, with the wing and cockpit section of the B-17G cartwheeling towards the ground. The bulk of the wreckage landed on airport property, although some did come down on a nearby highway.

Both the airport and the highway were closed immediately so the accident scene could be secured. The highway was reopened after a few hours, the airport closed for the rest of the weekend, and the remainder of the air show was canceled.

• READ MORE: Remembering ‘Texas Raiders’

The Investigation

According to Graham, the investigation is multi-faceted.

“We are analyzing radar and video footage to pinpoint the exact location of where the midair occurred.

“The debris field is scattered with the majority of the wreckage on the airport property. The debris which landed outside the airfield was documented and recovered by the Dallas police department and turned over to the NTSB,” said Graham.

According to Flightaware.com, the B-17G was in the air for approximately 11 minutes before the collision. The P-63F was airborne for 6 minutes. When the collision happened, there was confusion from the audience, some wondering if it was part of the show—then the realization of what happened sunk in as emergency crews swarmed the scene.

Airshows and aerial displays like the one planned for Wings Over Dallas require meticulous planning and extensive pre-briefings that culminate in a pre-show briefing typically two to four hours in length.

Separation of aircraft is provided both by altitude—for example, having the bombers at one altitude and fighters and liasion aircraft at another—and laterally using ground references such as taxiways or highways near the airport. Some pilots are instructed to fly over certain landmarks while other pilots in different aircraft are instructed not to traverse those areas. This ensures the orbits of the aircraft do not cross.

In addition, emergency procedures are discussed, for example, aircraft may be instructed to depart the pattern and orbit over a specific geographic point at a specific altitude until air traffic control can sort the situation out.

In many of the older aircraft, visibility is minimal because of their design. For example, in the B-17G, the only way the crew can get a rear view is if someone is in the tail turret or looking out of the top turret. Neither of these is standard practice during an airshow, according to sources for this article.

Graham noted that one of the questions the NTSB is looking at is why both aircraft were at the same altitude. “The NTSB is gathering all perishable evidence and our team is methodically and systematically reviewing all evidence and considering all potential factors to determine the probable cause.”

The CAF is assisting in the investigation by sharing the aircraft maintenance records as well as pilot training records. The pilots who fly the CAF aircraft are volunteers, often retired or current airline pilots with thousands of hours, or retired military pilots, or a combination of both.

Pilots must apply to become a CAF pilot, and there is a selection process followed by an extensive training program that is aircraft specific and includes extensive ground schools and check rides that are mandatory and not waiverable, no matter how much experience the pilot applicant brings to the table.

The NTSB will likely have a preliminary report on the accident in 4 to 6 weeks, the final report can take a year to 18 months.

FLYING will continue to provide updates as they are available.

The post NTSB Launches Probe Following Dallas Airshow Accident appeared first on FLYING Magazine.

As of Saturday afternoon, the status of the pilots and crew on the aircraft had not yet been released by officials.

The accident occurred around 1:20 p.m. Saturday during Wings Over Dallas, an annual three-day air show at Dallas Executive Airport (KRBD), featuring World War II aircraft.

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In a report immediately following the event, the Dallas Morning News said video of the incident showed the P-63 hitting the B-17 while making a turn. The nose of the bomber broke off “and the plane’s wings erupted into flames as they hit the ground,” the newspaper reported.

The videos are heartbreaking,” Dallas Mayor Eric Johnson said in a message on social media. “Please, say a prayer for the souls who took to the sky to entertain and educate our families today.”

As many of you have now seen, we have had a terrible tragedy in our city today during an airshow. Many details remain unknown or unconfirmed at this time. The @NTSB has taken command of the crash scene with @DallasPD and @DallasFireRes_q continuing to provide support.

— Mayor Eric Johnson (@Johnson4Dallas) November 12, 2022

Following the incident, the National Transportation Safety Board (NTSB) took command of the crash site, as the Dallas Police Department and the Dallas Fire and Rescue provided support, Johnson said.

The NTSB and the FAA have both launched investigations into the accident, according to reports.

“At this time, it is unknown how many people were on both aircraft,” the FAA said in a statement following the crash., CNN reported.

• READ MORE: Remembering the Mighty Men of the 381st Bomb Group

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The recommendation comes from lessons learned during the preliminary investigation into the collision of a de Havilland DHC-2 Beaver and a Piper PA-12 Super Cruiser near Soldotna, Alaska, that resulted in seven fatalities. 

The pilot and five passengers aboard the DHC-2 were killed as was the pilot of the PA-12.

What Happened

According to the NTSB preliminary investigation, on July 31, 2020, the float-equipped DHC-2, with six people onboard departed from Longmere Lake in Soldotna at 8:24 a.m. The charter flight was heading to a fishing camp on a remote lake west of Cook Inlet. 

At the same time, the Piper PA-12, operated by a private individual, took off from Soldotna Airport (PASX), bound for Fairbanks, Alaska. The airport is pilot controlled (non-towered) and a common traffic advisory frequency is utilized for pilot communication. The frequency of 122.5 MHz was published on the VFR sectional chart and FAA chart supplement for the area.

According to preliminary flight track data, the DHC-2 was on a northwest heading and climbing at an airspeed of approximately 78 knots.

Meanwhile, the PA-12 was on a northeast heading at approximately 71 knots.

The aircraft collided approximately 2.5 miles northeast of Soldotna Airport at an altitude of 1,175 feet, killing all persons aboard the aircraft.

A witness on the ground told the NTSB that the PA-12 impacted the DHC-2 on the left side of the fuselage toward the back of the airplane, and that he observed what he believed to be the DHC-2’s left wing separate after the impact. The DHC-2 entered an uncontrolled spin to the left. 

As a result of an investigation into a midair collision in Alaska, the NTSB recommends the FAA establish common traffic advisory frequencies there. See the full 9-page report: https://t.co/duv7ykI6w9 pic.twitter.com/G9skeeMinF

— NTSB_Newsroom (@NTSB_Newsroom) March 4, 2022

The main wreckage of the DHC-2 was found in a wooded residential area. The NTSB noted that the wreckage was heavily fragmented, and the debris field was about 300 feet long. There were dark green paint transfers on the DHC-2 consistent with the PA-12.

The main wreckage of the PA-12 was located approximately 600 feet east of the DHC-2. The horizontal stabilizer and one elevator from the DHC-2 were found intertwined in the wreckage of the PA-12.

The PA-12’s exterior registration number identified the airplane as N1904T, and the word “EXPERIMENTAL” was applied to the inside of the lower clam shell door. 

However, according to the NTSB, a registration card found inside the PA-12 identified the aircraft as N2587M. A cross-reference with the FAA’s registration database revealed that N2587M was a valid registration for a Piper PA-12 and had been assigned to the pilot/owner of the aircraft. 

Additionally, the investigation determined that the pilot of the PA-12 did not have a valid medical certificate at the time of the accident. According to information on file with the FAA Civil Aerospace Medical Institute, the pilot was denied a medical certificate in June 2012 by the Alaska Regional Flight Surgeon due to vision problems. The denial was appealed and sustained in July 2012. 

There was no information about the pilot of the DHC-2 in the preliminary report.

The final report on the accident will not be available for several months.

NTSB Recommendations to the FAA

The NTSB did not indicate if either pilot was utilizing the CTAF at the time of the accident. 

The agency is recommending that the FAA require all pilots to monitor and communicate their positions on the designated CTAF when entering and exiting dedicated CTAF areas throughout Alaska, as well as near established reporting points and airport traffic patterns within the CTAF area, unless already communicating with air traffic control.

In a statement the NTSB continues, “We also asked the FAA to establish additional CTAF areas in locations throughout Alaska at high risk of midair collisions, designate one frequency that is associated with all non-towered airports within the geographical boundaries of these CTAF areas, and define mandatory position reporting locations and reporting requirements within these areas.

“We concluded that, without a requirement that pilots report their positions on the designated CTAF frequency when operating in CTAF areas, pilots may remain unaware of the presence of other airplanes even though a method of communications exists; thus, the benefits of establishing CTAF areas are not fully recognized.”

The NTSB noted that the prevention of midair collisions, especially in Alaska, has been a focus for the NTSB and the aviation industry for many years. 

According to the NTSB, from 2005 to 2020, 14 midair collisions have occurred in Alaska, 12 of which occurred in uncontrolled airspace. These midair collisions resulted in 35 fatalities and 15 serious injuries.

The post After Fatal Collision, NTSB Wants FAA to Push for More Use of Common Traffic Advisory Frequencies appeared first on FLYING Magazine.