Hi Russell;
Sorry about the late response.
Initially, information was scant..., the family wanted their privacy
and the our chapter exec was busy contacting friends.
The preliminary NTSB report is available at:
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20060804X01093&key=2
It tells most of the tale. The picture posted the other day as well.
An early account, with pictures of the accident now removed:
http://www.vansairforce.com/community/showthread.php?t=9638
Gary was a friend and I was with him most of Osh week - I still get
mad
when I think about
the stupidity of the accident. Particularly, with some of the early
"witness" reports on Vans.
If there is anything else, I can be reached offline at:
cbeazley@innovista.net
Cheers
Cary
Cary,
Thanks for the links. I had already read the NTSB report, but there are
two important points in it.
The first is that the EAA video team has the accident on tape. This is
much better than eyewitness reports.
The second was this closing "gem":
An EAA official reported that the aircraft taxiing on Papa taxiway
between the P-1 taxiway and Tower Road taxiway are not controlled
by ATC ground control or by EAA marshallers.
The following is MY OPINION and not necessarily that of the EAA's.
As reported in the NTSB report, I believe that statement is simply not
true. The pilots have the ultimate responsibility for the safe
operation of their aircraft on the grounds. HOWEVER, the EAA has
delegated the safe movement control to us, the marshallers. This is
evidenced by the marshallers authority (as granted by the FAA & EAA): we
marshallers can shutdown any aircraft on the EAA grounds at anytime.
I work in the south half of the field (aka "Antique/Classic" or "Vintage
aircraft"). This accident occurred in the north half (aka "General
Aviation & Warbirds"). I take no consolation in that. The immediate,
and incorrect, reaction would be to proclaim that "it wouldn't happen in
*MY* area." (I'm sure there's some psychological reason for such
feelings.)
It should be obvious that everyone involved believed they were managing
the danger: the Avenger pilot believed that his limited forward
visibility and limited S-turns were enough, the RV pilot believed that
the aircraft behind him could see him, the marshallers believed that the
Avenger pilot could see where he was going, the EAA believed the
marshallers could prevent ground accidents, the FAA believed the EAA
possessed ground control operations capable of maintaining safety. This
accident clearly demonstrates that all of those parties were mistaken.
It will be interesting to see what action, if any, the EAA or FAA takes
in response to this accident. I know *I* am taking action, by asking my
fellow instructors these questions:
- What can we do to prevent this from re-occurring?
- Where else might we have false beliefs?
- What should we do about them (if anything)?
Russell Kent
War Birds are not homebuilt or experimental aircraft.
Lets keep them out of the EAA.
Paul Lamar
Thanks Russell
You mirrored my thoughts almost exactly. I was also extremely surprised
to read the "gem".
I am constantly impressed by the excellent ATC and the speed with which
marshallers magically
appear when an aircraft is preparing to start in the flightlines. That
being said, everything is excellent
right up until you hit the main taxiways next to the runways. The "gem"
strikes me as cover your a$$.
I personally enjoy seeing the warbirds, I just don't want to be
anywhere near them when they are powered up.
I was also surprised that the F-22 Raptors appeared to be doing some
manoeuvres over the crowd.
Some obvious changes would be no mixing of GA traffic with the heavies
and warbirds; and
aircraft with such poor visibility should require personal escorts or
some sort of visual system.
The unfortunate reality is that even with more procedure (to enforce
common sense?), we can only reduce the risk...
I don't even want to get started on pilot error.
If nothing else, some sort of change should occur to try to ensure this
does not happen again.
Cary
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