These words from the transcript of audio recordings of the air boss and airshow participant testimony gathered by the National Transportation Safety Board (NTSB) have shed new light on the fatal midair collision of a Boeing B-17G Flying Fortress, known as Texas Raiders, and a Bell P-63F Kingcobra at the Wings Over Dallas airshow on November 12, 2022. 

All five aboard the B-17 and the pilot of the P-63 were killed when the fighter aircraft sliced into the bomber, severing the tail.

Both aircraft were registered to the American Airpower Heritage Museum and part of the Dallas-based Commemorative Air Force (CAF), a nonprofit organization dedicated to preserving and showing historical aircraft. The pilots were CAF volunteers.

• READ MORE: NTSB Releases Preliminary Report on Fatal Texas Midair Collision

NTSB’s docket contains more than 1,900 pages of “factual information, including reports on operations and human performance factors, airplane performance, airworthiness, and laboratory examinations.” This information is now available to the public, although the investigation is still ongoing.

The midair collision occurred in front of thousands and was captured on video and in photographs. The NTSB has included much of this information in the docket, along with transcripts of recordings and interviews with CAF volunteer pilots, many of whom were flying that day and witnessed the collision from the air. 

The docket provides insight into the machinations that it takes to put on an airshow. It is documented that the flying is “scripted,” and great care is usually taken to keep separation from all aircraft.

Video of the event at Dallas Executive Airport (KRBD) shows the aircraft were flying on a northerly heading parallel to Runway 31 as part of the parade of planes. The P-63F was third in a three-ship formation of fighters, and the B-17G was lead of a five-ship formation of bombers.

Among the photos compiled by NTSB is one taken from a ground camera that shows the B-17 and P-63 flying toward the camera. The aircraft appear to be at the same altitude, and the P-63 is in a left bank with its belly facing the bomber. This would make it impossible for the pilot of the P-63 to see the larger aircraft.

According to the NTSB preliminary investigation, there were two show lines—one 500 feet from the audience, the other 1,000 feet away. Show lines are established at airshows to keep aircraft from flying directly over the crowd.

According to CAF pilots interviewed, normal procedure is for the pursuit aircraft—also known as fighters—to be flying several hundred feet above the bombers “flying cover.” The bombers fly at a lower altitude in a trail of about a quarter of a mile behind each other.

In more than 500 pages of interview transcripts, pilots told investigators that they were encouraged to voice concerns if they saw a practice or action that they believed to be too risky in the air. The clear message was that as the flying was scripted, meaning the pilots knew the altitudes and positions they were to be flying before they left the ground. During the pre-show briefing, pilots took extensive notes and referred to them during flight.

It is the duty of the air boss to make sure there are no altitude or air space conflicts.

The air boss for Wings Over Dallas was Russell Royce. According to the docket, Royce has worked as an air boss for approximately 20 years.

When asked how he intended to ensure separation as the fighters crossed the flight path of the bombers to get on the 500-foot line as you directed, Royce told NTSB investigators, “They shouldn’t have been there. We do it all the time…It’s never a problem. I never saw the P-63 roll in.”

The NTSB preliminary accident report noted there was no altitude deconfliction briefed before the flight or while the airplanes were in the air. Altitude deconfliction procedures are established in the event pilots find themselves at an improper altitude during the flight.

For those who have ever wondered about how much coordination is required to execute an airshow, the docket is very educational. Hundreds have to work together under the guidance of the air boss.

• READ MORE: Commemorative Air Force Faces Lawsuit in Fatal Midair Collision

Aftermath

According to the recorded audio of the airshow radio transmissions, Royce directed both the fighters and bombers to maneuver southwest of the runway before returning to the flying display area, which was the designated performance area. ADS-B data shows the aircraft complied.

Royce then directed the fighter formation to transition to a trail formation and fly in front of the bombers, then proceed near the 500-foot show line.

The bombers were directed to fly the 1,000-foot show line. In the final transmission before the moment of impact, Royce can be heard saying, “Nice job, fighters. Come on through. Fighters will be a big pullup and to the right.”

The accident happened around 1:22 p.m. in front of thousands of spectators. The collision was captured on multiple smartphones from multiple angles, and these videos and still photos were quickly posted to social media. The images show the P-63F in pieces, raining down on the grassy area on airport property south of the approach end of Runway 31 and the B-17G forward section tumbling forward in a ball of fire. Captured stills of the accident appear to show the copilot of the B-17 holding on to the roof as the forward section of the aircraft cartwheels to the ground.

No injuries were reported on the ground.

Several pilots described witnessing the impact from the air. Some of the most disturbing testimony comes from the crew aboard the B-24 that was flying behind the B-17. As noted by the NTSB investigator conducting the interview, the B-24 crew had a “bird’s-eye view” of the collision and the separation of the B-17 tail and subsequent fireball and crash of the forward section.

The pilots noted that after witnessing the event they were rattled and took special care to focus on the procedures that had been briefed for emergency operations and the checklists for their respective airplanes. There was discussion about appropriate airports to divert to, keeping in mind the needs of the heavier aircraft that require longer runways than most GA trainers.

The docket, while extensive, does not offer any conclusions about “how or why the crash happened.” The NTSB will issue a final report at a later date that “will include analysis, findings, recommendations, and probable cause determinations related to the accident.”

The public docket for this investigation is available here.  Additional material may be added to the docket as it becomes available. NTSB’s preliminary report, along with a link to photos and other information, may be found here. 

The post NTSB Releases Docket for Fatal Wings Over Dallas Airshow Midair appeared first on FLYING Magazine.

The lawsuit was filed last week in Dallas County, Texas, on behalf of Angela Root, the wife of Len Root, and his daughters, Larisa Lichte, Kendra Hockaday, and Rebekah Lowery. Angela Root was at the airshow and witnessed the crash that killed her husband.

• READ MORE: B-17, P-63 Collide at Wings Over Dallas

Len Root, a retired airline pilot, was one of the pilots aboard the B-17G Texas Raiders. Also lost that day were crewmembers Terry Barker, Dan Ragan, Curt Rowe, and Kevin “K5” Michels. Craig Hutain was the pilot of the Bell P-63F. All were volunteer pilots with the Commemorative Air Force (CAF).

The lawsuit seeks monetary relief of more than $1 million for the plaintiffs.

The Accident

The accident occurred on November 12, 2022. The owner of the aircraft at the time of the accident was the American Airpower Heritage Flying Museum. The aircraft were part of a military showcase flying to honor veterans.

According to the preliminary investigation by the National Transportation Safety Board (NTSB), there were two show lines—one 500 feet from the audience, the other 1,000 feet away. Show lines are established at airshows to keep aircraft from flying directly over the crowd.

As previously reported in FLYING, video of the event shows the aircraft were flying on a northerly heading parallel to Runway 31 at Dallas Executive Airport (RBD) as part of the parade of planes. The P-63F was third in a three-ship formation of fighters, and the B-17G was lead of a five-ship formation of bombers.

• READ MORE: NTSB Releases Preliminary Report on Fatal Texas Midair Collision

According to the NTSB, there were no altitude deconflictions briefed before the flight or while the airplanes were in the air. Altitude deconfliction procedures are established in the event pilots find themselves at an improper altitude during the flight.

The lawsuit also names air boss Russell Royce as a defendant, alleging negligence by failure to maintain control of the flight paths of the aircraft involved, failure to maintain safe and adequate lateral, linear and temporal separation between all participating aircraft, failure to conduct a proper preflight briefing, and failure to ensure that a safe and adequate flight plan was properly developed.

In addition, the lawsuit alleges the CAF allowed “an unsafe, unqualified air boss to serve as the primary person responsible for the active taxiways, runways, and flight paths of the subject aircraft; failing to properly monitor the subject aircraft and intervene in a timely manner; reckless incompetence and lack of airmanship awareness in failing to properly direct the subject aircraft flight paths and their operations; failing to establish proper safety management systems for the subject aircraft; and failing to establish safe minimum qualification standards for an air boss.”

According to the recorded audio of the airshow radio transmissions, Royce directed both the fighters and bombers to maneuver southwest of the runway before returning to the flying display area, which was the designated performance area. ADS-B data shows the aircraft complied.

Royce then directed the fighter formation to transition to a trail formation and fly in front of the bombers, then proceed near the 500-feet show line.

The bombers were directed to fly the 1,000-foot show line. In the final transmission before the moment of impact, Royce can be heard saying, “Nice job, fighters. Come on through. Fighters will be a big pull up and to the right.”

When the fighter formation approached the display area, the P-63F was in a left bank. The fighter came up behind the B-17G, striking it on the port side just aft of the wings. The larger aircraft was sliced in half and exploded in flames. The P-63F disintegrated on impact.

The accident happened around 1:22 p.m. in front of thousands of spectators. The collision was captured on multiple smartphones from multiple angles, and these videos and still photographs were quickly posted to social media. The images show the P-63F in pieces, raining down on the grassy area on airport property south of the approach end of Runway 31 and the B-17G forward section tumbling forward in a ball of fire. Captured stills of the accident appear to show the copilot of the B-17 holding on to the roof as the forward section of the aircraft cartwheels to the ground.

The next audio transmission is one of urgency as Royce cries, “Knock it off! Knock it off! Roll the trucks! Roll the trucks! Roll the trucks!”

No injuries were reported on the ground.

The lawsuit alleges that Royce, as an employee/agent/representative of one or more of the defendants, “was responsible for drafting, organizing, and implementing an adequate and safe flight plan for the airshow, and for controlling the aircraft in flight during the airshow, including controlling the flight plans, flight paths and aerobatics of the aircraft during the airshow. The CAF, by and through its employees, agents, and representatives, including all other defendants, allowed Royce to serve as the air boss for the airshow knowing Royce lacked sufficient skill and experience to do so. Allowing Royce to control the flight plan, flight path, and operations of these aircraft significantly increased the risk and danger of the airshow, which was a cause of the fatal crash.”

• READ MORE: Dallas Airshow Tragedy Creates Moment To Educate, Honor

Said Kevin Koudelka, one of the attorneys representing the Root family: “Filing this lawsuit was a difficult decision for the Root family. Angela considers the CAF lifelong friends, and she didn’t want to sue the CAF, but that is the only way to get answers to questions. The lawsuit provides us with legal tools to ask the questions and get answers, and find out if our assumption is correct in that this air boss screwed up and did not do what he was supposed to do.”

Koudelka added that once it is determined who is to blame, the lawsuit will make sure “they are not allowed to do it again” and “help ensure safety for pilots participating in airshows.”

CAF Response

FLYING reached out to the CAF for its response. 

“We learned last week that a lawsuit was filed against the Commemorative Air Force on August 31,” Leah Block, vice president of marketing for the CAF, said in an email. “The suit was filed by the family of one of our members who was tragically killed in the accident at the Wings Over Dallas Airshow in November 2022. Our attorneys are looking into the petition and will respond through the appropriate channels.”   

• READ MORE: Remembering ‘Texas Raiders’

Koudelka noted that there are still many unknowns about the accident. For example, it is not known if Len Root was acting as captain or first officer during the flight. In addition, Koudelka anticipates more lawsuits will be filed, in particular one by the family of Hutain, the P-63F pilot.

Koudelka said both the plaintiffs and defendants are awaiting the conclusion of the NTSB investigation and subsequent final report, which is likely several months away.

The post Commemorative Air Force Faces Lawsuit in Fatal Midair Collision appeared first on FLYING Magazine.

Altitude deconflictions procedures are established in the event pilots find themselves at an improper altitude during the flight.

Six people were killed in the November 12 crash—five on the B-17G Texas Raiders and one on the Bell P-63F Kingcobra.

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 (CAF), a non-profit organization dedicated to preserving and showing historical aircraft. The pilots were volunteers with the CAF.

Detailed Account

The weather at the time of the accident was reported as clear skies and the winds were from 350° 14 knots with gusts to 18 knots. Video of the event shows the aircraft were flying on a northerly heading parallel to Runway 31 as part of the parade of planes.

There were two show lines—one 500 feet from the audience, the other 1,000 feet from the audience. Show lines are established to keep aircraft from flying directly over the crowd.

According to the NTSB, The P-63F was third in a three-ship formation of fighters and the B-17G was lead of a five-ship formation of bombers.

• READ MORE: NTSB Launches Probe Following Dallas Airshow Accident

According to the recorded audio for the airshow radio transmissions, the air boss directed both the fighters and bombers to maneuver southwest of the runway before returning to the flying display area, which was the designated performance area. Automatic dependent surveillance-broadcast (ADS-B) data shows the aircraft complied.

The air boss then directed the fighter formation to transition to a trail formation, to fly in front of the bombers, then proceed near the 500-feet show line.

The bombers were directed to fly the 1,000-feet show line.

When the fighter formation approached the display area, the P-63F was in a left bank. The fighter came up behind the B-17G, striking it on the left side just aft of the wing section. The accident happened around 1:22 p.m. in front of thousands of spectators. No ground injuries were reported.

The collision was captured on multiple smartphones from multiple angles, these videos and still photographs were quickly posted to social media. The images show the P-63F disintegrating, its parts raining down on the grassy area on airport property south of the approach end of Runway 31.

The impact cleaved the B-17G in two. The aft fuselage and empennage of the B-17G tumbled to earth while the wing and forward section of fuselage of the bomber caught fire. The forward section continued forward for a second, then cartwheeled to the ground, exploding on impact. The fire sent up thick black smoke visible for miles.

NTSB Investigation

Immediately following the accident, the NTSB dispatched a go-team to Dallas. During a press conference the day after the crash NTSB investigator Michael Graham requested anyone who had video or photographs of the accident to share them with investigators. Many spectators had already done so, giving investigators hundreds of images to scrutinize, he said.

According to the NTSB, the debris field was generally aligned on a magnetic heading of 320 degrees. Investigators spent several days mapping out, photographing and marking the wreckage. All major flight control components for both airplanes were located in the debris field. The wings from the fighter were found slightly south of the main B-17G wreckage. The empennage and rear fuselage of the B-17G was found south of the fighter’s wings.

Neither aircraft contained a black box, nor were they required to have them. Both aircraft were equipped with ADS-B and had GPS onboard. The GPS units were recovered and submitted to the NTSB Vehicle Recorders Laboratory. In addition, the B-17G had an Avidyne IFD540 unit, which contained position information relevant to the accident. Investigators noted the GPSMap 496 from the fighter did not record any information for the accident flight.

The wreckage of both airplanes has been retained by NTSB for further examination.

The NTSB stressed that this information is preliminary and may change as the investigation continues. A final report on the accident is expected to be released approximately a year to 18 months from now.

The post NTSB Releases Preliminary Report on Fatal Texas Midair Collision appeared first on FLYING Magazine.

The midair collision of a Bell P-63 Kingcobra and the Boeing B-17 Texas Raiders at the Dallas Executive Airport (KRBD), just south of Dallas Love Field, became this past weekend’s news media spectacle. Tragically, six people dedicated to the mission of the Commemorative Air Force (CAF) lost their lives on board the two aircraft.

Was the cause mechanical? Incapacitation? Momentary loss of situational awareness? Rather than join the accident speculation theorists, it seems more appropriate to apply the CAF mantra of, “educate, inspire, and honor,” to one of the victims who I admired and respected: Capt. Terry Barker. Assuming the other crew members were a reflection of Terry’s character, this writing is their tribute as well. Having been an Army veteran, and passionate about aviation, Terry was a natural fit for the CAF.

• READ MORE: NTSB Launches Probe Following Dallas Airshow Accident

Only 22 seniority numbers behind me, Terry and I became new-hires at American Airlines in September 1984. In less than six years, we were both captains. Terry became a North American F100 check airman, an Airbus A300 check airman, a Boeing 767 check airman, and eventually a Boeing 777 check airman. He was a fervent supporter of our pilot union, assisting on the check airman committee as chairman and also on the training committee, working with base chief pilots to address training issues.

As an example of Terry’s leadership, he diverted a 777 to Shemya, Alaska, in the Aleutian Island chain as a result of a cargo fire indication. None of the almost 200 passengers bound for Tokyo from Dallas were injured. Despite the fact that Shemya is a sparsely manned U.S. Air Force base in the middle of nowhere, Terry and his crew worked on the logistics of routing the airplane back eastbound to Anchorage, leaving bags behind because of the inoperative cargo fire suppression system. Arrangements were made for another airplane to complete the original mission to Tokyo.

One of my mutual check airman friends recalls that shortly after Terry had been trained as part of the initial cadre of 777 check airmen, they were given the opportunity to fly a shiny, new airplane from American Airlines’ maintenance base in Dallas. They were asked to have the airplane back in four hours and how much gas did they need? Twenty-two touch-and-gos were conducted. The friend never forgot how relaxed Terry had made him feel throughout the entire event.

Passionate about general aviation, Terry built a Pitts Special in his hangar. On a flight test day for the airplane, claiming that he was only going to perform some basic, non-aerobatic maneuvers, he disappeared for an hour and half, leaving his pilot father-in-law, (who had assisted in building the Pitts), and check airman friend to wonder what went wrong. Apparently, he enjoyed his test flight enough to land at a nearby airport and have lunch.

When his veteran father-in-law purchased an L-19 Bird Dog, Terry participated in the restoration project. Outside of aviation, he supported his community through contributions on the zoning commission and also as a town councilman. 

Upon meeting Terry, you instantly felt comfortable. Everyone that I have contacted regarding this loss, had nothing but glowing praise to offer. And despite his relaxed nature, Terry was not a short-cut guy when it came to operating an airplane. 

• READ MORE: Remembering ‘Texas Raiders’

Through my experience participating in a much smaller organization—the Flagship Detroit Foundation that is dedicated to the preservation of a vintage Douglas DC-3—I have no doubt that the CAF conducts formal pilot training with all of its airplanes. A high percentage of the organization’s pilots have military backgrounds or airline backgrounds, or both, so regimented procedures are accepted norms, especially with flying museums.

As with the Flagship Detroit, my concern was never with the safety of our procedures, but rather that it takes a village to keep these incredible pieces of history airborne. And the villagers all want an opportunity to participate in the fun part, which is flying the airplane. With qualified pilots taking a turn at the control wheel, airline-type repetition is not as frequent. Proficiency can suffer, notwithstanding the fact that flying an expensive vintage airplane is not an everyday affair even during show season.

That being said, transforming the CAF airplanes into static displays does not have quite the same impact as witnessing these magnificent machines fly. It is important for us to be reminded of the engineering brilliance and the fortitude of the men and women that supported these machines during a crucial period in our history. 

Yes, it’s a risk to operate vintage airplanes. Hopefully, when the National Transportation Safety Board determines a probable cause, the discovery can help mitigate that risk further. We can’t let this terrible event restrict the future of flying these airplanes. If we do, then the dedication and passion of the six lives lost will have been marginalized. As a matter of fact, if you aren’t already a member of the CAF, join today. There is no better time.

As for my colleague, pardon the cliché, but I hope that family and friends find comfort that we lost him doing something he loved. Thanks for educating, inspiring, and honoring. You have flown West much too soon. You will be missed, Capt. Barker.

The post Dallas Airshow Tragedy Creates Moment To Educate, Honor 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.

• Gallery: Wings Over Houston 2021

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

The post B-17, P-63 Collide at Wings Over Dallas appeared first on FLYING Magazine.