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.

Flight tickets can be purchased at the Yankee Air Museum booth on the AirVenture grounds from July 25 to 29 in Oshkosh, Wisconsin. The flights will be conducted off-site at Appleton International Airport (KATW), some 17 nm to the south of Wittman Regional Airport (KOSH) in Oshkosh.

The aircraft, a 1945 B-17G, is owned by the Yankee Air Museum, based at Willow Run Airport (KYIP) in Ypsilanti, Michigan. The flight is approximately 25 minutes, with a cost of $525 per person or $425 for museum members at companion and family levels.

Guests are required to check in at the booth at AirVenture 1.5 hours before the scheduled flight time. In order to be eligible for the ride, guests must be at least 16. Children under 18 need written approval from a parent or guardian. If neither will be in attendance with the child, please call or email to get the waiver ahead of time.

The B-17 was designed for combat, not for comfort. Guests need to be able to get in and out of the aircraft without assistance to ensure their safety and be able to follow basic verbal instructions. Guests are requested to wear closed-toe shoes and be prepared for a variety of temperatures—it can be 10 to 15 degrees cooler at altitude than it is on the ramp, and the aircraft can become very warm as it sits in the sun. Hearing protection will be provided, or you can bring your own.

About the Flight

The aircraft can accommodate 12 guests. Guests should bring their ticket, either digitally or physically, when they check in and have a valid ID.

There are no assigned seats in the aircraft. During the flight, guests are invited to explore the aircraft with the exception of the pilot and copilot’s seat.

All passengers are required to sign a liability release upon arrival. Yankee Air Museum policy prohibits firearms or other dangerous weapons on museum property or aircraft, including permit holders for concealed weapons. Persons under the influence of drugs or alcohol are not permitted on the flight.

In the event the flight cannot take place due to weather or mechanical issue, guests will be notified as soon as possible, either via email, phone, or both, so that it can be rescheduled if possible.

Yankee Lady, the Movie Star

The B-17G–110–VE, serial number 44-85829, rolled out of the factory in Southern California on July 16, 1945, too late to see combat. Over the decades, it had multiple owners and missions. It was used by the U.S. Coast Guard, served as a fire bomber and as a platform for a civilian aerial surveying company. 

It  also has been a movie star. In 1969, it was one of five B-17s flown to Hawaii to be part of the movie Tora! Tora! Tora!, which tells the story of the Japanese attack on Pearl Harbor.

The Yankee Air Museum purchased the aircraft in the mid-1980s, restored it to airworthy condition, and turned it back into a B-17G with gun turrets, a radio room, and bomb racks.

The post ‘Yankee Lady’ B-17 Bomber to Give Rides at Oshkosh appeared first on FLYING Magazine.

The warbird community has been aware of the potential issue for several weeks. The owners of the remaining airworthy B-17s had grounded their aircraft as a precaution.

The FAA describes the measure as an “interim AD” intended for all Boeing B-17E, F, and G models.

Per the FAA documentation: “This AD was prompted by a report indicating that the left front spar lower fitting had completely separated at the wing-to-fuselage joint, and the equivalent joint on the right side of the airplane was cracked. This AD requires inspections of the wing terminal-to-spar chord joints, and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.”

• READ MORE: Remembering ‘Texas Raiders’

The B-17 is a four-engine bomber designed by the Boeing Co. in the 1930s, using pencil, paper, and slide rules. Bristling with machine guns in addition to the ability to carry a hefty bomb payload, the aircraft was nicknamed “The Flying Fortress.” In combat it soon earned a reputation for being a tough machine that could sustain extraordinary amounts of damage yet still bring the crews home.

During World War II some 12,731 B-17s were built; now there are less than 25 of the iconic aircraft still flying. Others are on permanent static display in aviation museums. Most were destroyed after the war and recycled into beer cans and the like.

Over the past 20 years, the only way to see a B-17 in the air was at an air show or when the aircraft touring groups came to your city. Warbird buffs planned their year around the visits of the aircraft belonging to the Commemorative Air Force, Collings Foundation, and Experimental Aircraft Association.

Two weeks ago, EAA director of communications Dick Knapinski told a reporter from WBAY-TV in Green Bay, Wisconsin, that the organization had made the decision to ground its B-17 Aluminum Overcast as a precautionary measure, and that he doubted there would be any airworthy B-17s at EAA AirVenture in Oshkosh this year because the other entities that own the aircraft are doing the same. Knapinski also pointed out the airframes were designed for short-term use—to win a war—and now they are 80 years old. The fact they have lasted as long as they have can be attributed to the meticulous care provided by the organizations that own and operate them—and sometimes that means keeping them on the ground.

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

“The B-17 fleet operators are working closely with the FAA to collect information for this robust 75-plus-year-old platform,” said Drew Stephani, EAA communications specialist. “We are all focused on keeping the fleet safe and ultimately in the air for all to enjoy for generations to come.”

The FAA estimates that this AD affects 18 airplanes of U.S. registry, of which only three are airworthy at this time. The others are undergoing restoration. In addition, there is a B-17 in operation in the United Kingdom. 

The FAA estimates the inspection costs to comply with this AD will be approximately $2,125 per aircraft for 25 hours of labor at $85 per hour. Inspections for all U.S. operators of the aircraft are estimated to cost $38,700.

Background on the AD

According to AD documentation, in 2021 during a walk-around, pretakeoff check of a B-17 “it was discovered that the left wing had shifted away from the fuselage by about 2 inches. Further investigation was conducted when both wings were removed in 2023 and found complete separation of the left front spar lower fitting at the wing-to-fuselage joint as well as additional cracking on the equivalent joint on the right side of the airplane.

“This condition, if not addressed, could result in fatigue cracking of the wing terminal-to-spar chord joints, which could result in loss of control of the airplane and reduced structural integrity of the airplane.” 

Spars have been an issue before. In 2001 the FAA issued an AD for cracks in the spar chord of the B-17, but this new AD has determined a new inspection procedure needs to be developed. It was noted that some of the aircraft operate under experimental airworthiness certificates and give rides to the public. For this reason, the FAA has “intentionally included these airplanes in the applicability of this AD because of the risks associated with passenger-carrying operations frequently conducted by these airplanes.”

AD Compliance

This AD requires inspections of the wing terminal-to-spar chord joints to detect cracking and corrosion using one of two methods:

• A magnetic particle inspection of the terminal fittings and an eddy current inspection of the spar chord
• An eddy current bolt hole inspection on the steel terminal fittings and the aluminum spar chord

The results of the inspection must be sent to the FAA. The agency considers this AD to be an interim step, noting the information gleaned from the inspection reports “will enable the FAA to obtain better insight into the nature, cause, and extent of the discrepancies found on the affected airplanes, and develop a long-term solution that will address the unsafe condition. Once final action has been identified, the FAA might consider further rulemaking.”

The AD becomes effective on June 1, 2023, but comments are being taken until July 3.

Comments may be submitted using the procedures found in FARs 11.43 and 11.45 and by any of the following methods:

• Federal eRulemaking Portal: Go to regulations.gov and follow the instructions for submitting comments.
• Fax: 202-493-2251
• Mail: U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, D.C., 20590.
• Online 

The post FAA Grounds B-17s Through Airworthiness Directive appeared first on FLYING Magazine.