OSHKOSH, WI, USA
N712RD
Chance Vought F4U-4
N14HP
Grumman F8F-1
N179PT
Chance Vought F4U-5
The three airplanes were part of a formation demonstration flight of eight World War II Navy fighters, divided into four sections of two airplanes each, that had been cleared to takeoff from runway 18 at Wittman Regional Airport, Oshkosh, Wisconsin, during the annual Experimental Aircraft Association (EAA) convention, 'AirVenture 99'. Air traffic control clearance for the departing aircraft had been relinquished from the FAA tower to a local 'air boss'. The air boss had cleared all of the airplanes to takeoff as a flight. Witnesses saw the lead airplane, a Bearcat, N14HP, and his wingman, taxi down runway 18 approximately 1,400 feet, turn toward the southwest and stop. Approximately 4 seconds later, the lead airplane in the second section, a Corsair, N712RD, collided into N14HP severing the Corsair's left wing, and the Bearcat's right wing. The Corsair continued down the runway, rolling over on it's left side, came apart, and burst into flames. The remains of the Corsair came to rest in a field east of the runway, approximately 2,000 feet down. The Bearcat was turned approximately 180 degrees and came to rest on the runway's east edge. A second Corsair, the wingman of N712RD, veered off of the west side of runway 18, sustaining substantial damage to it's left wing. Examination of all three airplanes revealed no anomalies.
HISTORY OF FLIGHT On July 29, 1999, at 1500 central daylight time (cdt), a Chance Vought F4U-4 Corsair, N712RD, operated by an airline transport pilot, was destroyed when it collided with a Grumman F8F-1 Bearcat, N14HP, which was positioned on the east edge of runway 18 at Wittman Regional Airport, Oshkosh, Wisconsin, approximately 1,400 feet from the departure end. The F8F-1 was substantially damaged in the collision. At the time of the collision, the F8F-1, N14HP, was stationary on the runway with its engine at idle power. The F4U-4, N712RD, was at full power on takeoff roll and struck the F8F-1 from behind. A Chance Vought F4U-5 Corsair, N179PT, on takeoff roll in formation with N712RD, sustained substantial damage when the pilot saw a second Grumman F8F-1 Bearcat positioned on the runway in front of his airplane, and elected to steer his airplane off of the runway to avoid the other airplane. Visual meteorological conditions prevailed at the time of the accident. The pilot of the F4U-4, N712RD, was seriously injured. The pilot of the F8F-1, N14HP, reported no injuries. The pilot of the F4U-5, N179PT, received minor injuries. The flights were being conducted under 14 CFR Part 91 and were not on a flight plan. The three airplanes were part of a formation demonstration flight of eight airplanes in four sections of two airplanes each, that had been cleared to takeoff together from runway 18. The accident occurred at the annual Experimental Aircraft Association (EAA) convention "AirVenture 99" in Oshkosh, Wisconsin. Air traffic control clearance for departing aircraft had been relinquished from the FAA tower to a local "air boss" who was a member of the Warbirds of America. The air boss confirmed that he had cleared all of the airplanes to takeoff as a flight. At 1449:14 cdt, the Navy Flight leader (the pilot of N14HP), checked in with the warbird air boss on 126.6 Megahertz (mhz), and requested "a little more time" to get all of the airplanes in the flight onto the runway to perform their respective engine run-ups. The air boss responded that he's put the flight on the runway following the launch of a flight consisting of T-34's and a flight made up of Mustangs. At 1454:34 cdt, the air boss asked the Navy Flight leader how long it would take the flight to do their run-ups. The flight leader responded, "just a couple of minutes." He then corrected his statement by interjecting, "How about one minute?" The air boss responded, "whatever you need." At 1456:19 cdt, the air boss told the Navy Flight leader, "go ahead and take position on the P-51 (Mustang) to get yourself out on the runway and do your run-up, and then take interval on the P-51, which should already be airborne, you're cleared for takeoff also." The Navy Flight leader responded, "Ah Navy Wilco". Witnesses on the ground reported that the first section, composed of the two F8F-1, Bearcats (N14HP and N2209), taxied down runway 18, turned toward the southwest, and stopped, and the lead airplane in the second section, composed of the F4U-4 (N712RD) and the F4U-5 (N179PT), overran the first section, while the two airplanes were still on the runway. The flight leader and pilot of the F8F-1, N14HP, said that all of the airplanes in the flight were briefed to taxi onto the runway and then do their engine run-ups. The pilot said he taxied down the runway to the 6,000 foot remaining marker and parked on the edge of the runway, turning the airplane to a heading of 240 degrees, into the wind. "I hadn't started my run-up. I was waiting for everyone to get on the runway. I didn't see him (N712RD) coming." Just then the pilot in the number 5 airplane yelled out over the radio "watch out. That's when he (N712RD) hit me. I spun around 180 degrees onto the grass. I watched him go down the runway and become a horror story." The pilot of the number two Bearcat (N2209) said that he taxied down the runway with the flight leader, taking a position left of the runway centerline, and turned his airplane so that the nose was almost pointed into the wind. The pilot said that he had just gotten stationary, when he heard the engine noise from the approaching Corsairs. He said that he say a "flash of blue" pass by him on his left side. He then saw the Corsair (N712RD) "go airborne and break up. After [seeing] the flash of blue, and the hit, and the Corsair coming apart, I heard another one (airplane) coming, and [saw it] go by me on my right side. I then saw the other Corsair go off into the grass." The pilot of the number four airplane (N179PT) and second airplane of the second section said that he and his section leader, the pilot of N712RD, started onto the runway. Once on the runway, the pilot said the section leader stopped and turned 45 degrees [pointing into the wind]. "Then we squared and went parallel [to the runway]. I assumed that he was clearing the runway. The Bearcats were so far down, about 1,200 feet. I locked my tailwheel, got the run-up signal, the head nod , and released brakes." The pilot said that his section leader's airplane accelerated faster than his did. "[I] rolled about 1,000 feet, working my wing position on his. Then I saw something that didn't look right." The pilot said he saw the two Bearcats in front of him. "I came off power and stomped right rudder and departed the runway. I saw pieces flying all over the place." The pilot said his airplane ran over the arresting gear housing, and went into the air for a distance of 60 feet. "The left wing of the airplane struck the grass. The left wheel came down first, then the right, and then I'm back up on the runway. I had it under control. Then I saw the fire and wreckage." PERSONNEL INFORMATION The pilot of the F4U-4, N712RD, held an airline transport pilot certificate for single and multi-engine land airplanes, with commercial privileges for single-engine sea airplanes and private privileges for rotorcraft and glider aero tow. According to the Federal Aviation Administration, at the pilot's last flight physical, dated March 26, 1999, he reported having 8,000 total flying hours. The pilot of the F8F-1, N14HP, held a commercial pilot certificate for single and multi-engine, instrument airplanes. The pilot reported having 13,001.7 total flying hours, and 1,420.5 hours in the F8F-1. The pilot reported completing a biennial flight review in May, 1998. The pilot of the F4U-5, N179PT, held a commercial pilot certificate for single and multi-engine land, instrument airplanes, single-engine seaplanes, helicopters, and gliders. The pilot reported having 3,630 total flying hours, and 48 hours in the F4U-5. The pilot reported completing a biennial flight review on May 27, 1999 in the F4U-5. All three pilots were qualified to fly formation in airshow- waivered airspace through a self-regulating program sponsored by the Warbirds of America and Formation And Safety Training, or F.A.S.T. The pilot of the F8F-1, N14HP, was also qualified as a flight leader. All three of the pilots had flown in a similar formation together on the day prior to the accident, in the same positions, as they were briefed for the flight in which the accident occurred. AIRCRAFT INFORMATION The F4U-4, N712RD, was a flying, museum-quality airplane, owned and operated by Cavanaugh Flight Museum, Incorporated, Addison, Texas. The airplane was used predominately as a static display museum attraction. The airplane was also used to perform formation flying displays at airshows around the United States, which featured World War II-era airplanes. The airplane operated under a special airworthiness certificate, experimental category, for exhibition purposes. The airplane had undergone an annual condition inspection on November 12, 1998. The total airframe time at the time of the condition inspection was 2,330.5 hours. At the time of the accident, the airframe time was 2,345.5 hours. The F8F-1, N14HP, was a flying museum-quality airplane, owned and operated by the Breckenridge Aviation Museum, Breckenridge, Texas. The airplane was used predominately as a static display museum attraction. The airplane was also used to perform formation flying displays at airshows around the United States, which featured World War II-era airplanes. The airplane operated under a special airworthiness certificate, limited category, for exhibition purposes. The airplane had undergone an annual condition inspection on August 20, 1998. The total airframe time at the time of the condition inspection was approximately 2,200 hours. The F4U-5, N179PT, was operated by the pilot and used to perform formation flying displays at airshows around the United States, which featured World War II-era airplanes. The airplane operated under a special airworthiness certificate, experimental category, for exhibition purposes. The airplane had undergone an annual condition inspection on May 25, 1999. The total airframe time at the condition inspection was 1,345.6 hours. At the time of the accident, the total airframe time was 1,355.6 hours. METEOROLOGICAL INFORMATION At the time of the accident, the Automated Surface Observing/ Reporting System (ASOS) at Wittman Regional Airport reported weather conditions as clear skies, 10 miles visibility, with winds at 290 degrees magnetic at 11 knots, gusting to 18 knots. The reported temperature was 90 degrees Fahrenheit. The dew point was 74 degrees Fahrenheit, and the altimeter was 29.63 inches of Mercury (Hg). AIRPORT INFORMATION The airspace over Wittman Regional Airport, extending from the airport center out to a radius of 5 nautical miles, is normally classified as class "D" between the hours of 0600 cdt and 2200 cdt, and is subject to air traffic control provided by an FAA air traffic control tower facility. However, during the airshow portion of the EAA convention, the airspace converts to class "G". The air traffic control tower relinquishes control of the airshow airspace, allowing an airshow boss, an individual who is not an air traffic controller, to coordinate and sequence the various formations involved in the airshow. At the time of the accident, an airshow boss was sequencing flights of warbird-type airplanes. The Air Traffic Control Tower was controlling inbound aircraft to Wittman Regional Airport, that were landing on runway 27. WRECKAGE AND IMPACT INFORMATION The NTSB on-scene investigation began on July 29, 1999, at 1510 cdt. The accident site began on the east edge of runway 18, approximately 1,400 feet down from the approach end, where two black, "J-shaped" skid marks were found on the runway. The skid marks were 12 feet apart and lined up on a 230-degree magnetic heading. The first (northern-most) skid mark was 27 feet, 3 inches from the east edge of the runway. The second skid mark began 17 feet, 8 inches from the east edge of the runway and ran counter-clockwise, south and east, to the edge of the runway. From where the skid mark ended, a 10 inch wide impression continued in the grass and ended beneath the F8F-1, N14HP, Bearcat's left tire. The F8F-1, N14HP, Bearcat was located just off of the east edge of the runway. A debris field, 100 feet wide and 200 feet long, consisting of the remains of the N14HP's outboard right wing and the outboard 11 feet of the F4U-4, N712RD, Corsair's left wing, began 25 feet west of the east edge of the runway, and extended from just west- northwest of the F8F-1, N14HP, south, to approximately 1,550 feet from the approach end of the runway. A black tire mark began 30 feet west and abeam N14HP. The mark ran 167 feet down the runway, veering slightly east and ending on a 175 degree magnetic heading. A blue and metallic scrape mark began 150 feet down from the beginning of the tire mark and veered further east, ending after 112 feet on a heading of 170 degrees, and within 8 feet of the east edge of the runway. Approximately 245 feet south of N14HP, and 5 feet from the east edge of the runway, the first in a series of 10 perpendicular running slashes in the concrete began. Each slash was evenly spaced, approximately 26 inches apart. By the sixth slash, the interval had increased to 34 inches apart. The slashes continued to the east edge of the runway where they ended. Where the slashes in the runway ended, a series of 5 "C-shaped" scars in the ground was observed beginning 275 feet south of N14HP and proceeding along a 162 degree magnetic heading for 15 feet. A 25 foot long, 7 foot 7 inch wide, and 11 inch deep ground scar, began 290 feet south of N14HP, and 10 feet east of the east edge of the runway. The ground scar ran southeast along a 160 degree magnetic heading. Beginning at the end of the ground scar, and extending for 105 feet south-southeastwardly, was an area consisting of 9 divots in the ground, initially spaced 11 feet apart, but then gradually reducing to just a few feet apart. Within this area were pieces of the F4U-4, N712RD's forward fuselage and left wing, and an oil spray area which fanned out into a 50 degree arc, along a predominate magnetic heading of 150 degrees. A second ground scar began 435 feet south-southeast of N712RD, and 56 feet east of the east edge of runway 18. The scar was 57 feet long, 11 feet 4 inches wide and 7 inches at its deepest point. The scar ran southeast along a 141 degree magnetic heading. Pieces of N712RD's canopy, canopy frame, flight publications, and pilot's personal effects were scattered along the length of the ground scar. Grass within the vicinity of the ground scar and extending southeastwardly for 25 feet beyond the end of the scar was scorched and burned. The main wreckage of the F4U-4, N712RD, was located 2,000 feet south of the departure end of runway 18 and approximately 100 feet east of the east edge of the runway. F4U-4, N712RD The main wreckage of N712RD consisted of three separate pieces, the engine section and propeller, the forward fuselage section containing the cockpit, right wing, inboard left wing and main landing gear, and the aft fuselage section containing the empennage and tail wheel. The engine section rested inverted in the grass, approximately 2,000 feet from the approach end of runway 18 and 80 feet east of the runway's east edge. The engine was oriented on a 173 degree magnetic heading. The engine mount's were bent and broken downward and twisted to the right. The engine cowling remained intact around the engine and showed slight inward crushing and distortion to the right. The propeller remained attached to engine. The propeller dome showed no damage. The four propeller blades showed aft bending, torsional twisting, and clockwise curling when viewed from the nose looking aft. All of the blades showed chordwise scratches. The airplane's aft fuselage section rested inverted in the grass, approximately 2,025 feet from the departure end of runway 18 and 110 feet from the runway's east edge. The aft fuselage was broken off just forward of the aft cockpit bulkhead and oriented on a 187 degree magnetic heading. The right side of the aft fuselage, aft of the fracture, was crushed inward. The left side of the aft fuselage, aft of the fracture, was bent down and buckled outward. The vertical stabilizer was bent aft and broken off at the fuselage. The stabilizer metal was crushed inward and aft. The rudder was broken free of the vertical stabilizer at the hinges and was resting five feet east of the aft fuselage section. It was bent and broken aft and downward. The left and right horizontal stabilizers were broken from the fuselage at the root cuffs and displaced slightly upward. The outboard 13 inches of the left horizontal stabilizer and stabilizer tip, at the leading edge were bent forward and twisted upward 45 degrees. The outboard 30 inches of the left elevator's trailing edge was crushed inward and buckled. The left elevator trim tab was broken out. The right horizontal stabilizer was crushed laterally into the fuselage. The lower skin showed buckling and upward bending at the root where it had broken free of the fuselage. The right elevator was crushed laterally into the right side of the fuselage. The inboard 30 inches of t
The pilot not following the instructions briefed by the formation leader, and the pilot not maintaining clearance from the formation lead airplane. A factor relating to this accident was the area of restricted visibility in front of the pilot when the airplane sits on its tailwheel.
Source: NTSB Aviation Accident Database
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