What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(.19)On January 11, 2003, about 1600 mountain standard time, a Cessna 182H, N8567S, collided with a Grumman F6F-5, N4994V, in midair about 1 mile east of Parker, Arizona. Both airplanes were operated by the pilots under 14 CFR part 91. The private pilot and passenger in the Cessna sustained fatal injuries. The airline transport pilot in the Grumman was not injured. The Cessna was destroyed; the Grumman received substantial damage to the left wing tip and performed an uneventful landing at the Parker (uncontrolled) airport. Visual meteorological conditions prevailed during the personal flights, and no flight plan had been filed for either airplane. Both airplanes departed the Parker airport prior to the collision. On the day of the accident, Parker airport, also known as avi suquilla, was hosting an "air expo" and there were over 4,000 people in attendance. The air expo was to provide a static display of the airplanes for the attendees. Aircraft operators performed aerial formation flights, flybys, and parachuting demonstrations. The event was sponsored by the blue water casino; the airport and casino are enterprises of the Colorado river indian tribe (crit). The Grumman airplane was. Participating in the event with other "warbirds" owned by private individuals and organizations. According to witnesses, the transient Cessna was departing on runway 19 with a left climbing turnout northbound on the downwind leg, destined for lake havasu city. The Grumman was returning to Parker airport to land after a local photo shoot with another airplane. The collision occurred about midfield on the left downwind leg for runway 19. The Grumman pilot stated that he was not aware of the Cessna's departure or position, and observed it just before the collision. Thereafter, the airport manager dispatched the attending fire department equipment and a police helicopter to the scene. The manager assisted in the parking and securing of the Grumman away from the attending crowd. The airport routinely provides an aeronautical advisory station (UNICOM) on 122.725 mhz, and provides wind and preferred runway information. Under normal procedures, the UNICOM operator would log the call sign of aircraft using the airport. On the day of the accident, due to the volume of traffic, the log was not used. The UNICOM operator did not recall hearing the Cessna on frequency. Preliminary visual examination of the Cessna's two damaged communication radios revealed the top radio was indicating 122.7, and the other was 121.902 mhz. (-23) aircraft took off from rw 19 at P20, departing to the north. While in climbing left hand turn, was struck in the lower rudder area by other aircraft. Vertical stabilizer and rudder departed the airframe, followed by the horizontal stabilizers and elevators. Reported to have gone almost straight in following impact.
As the FAA filed it
(.19)ON JANUARY 11, 2003, ABOUT 1600 MOUNTAIN STANDARD TIME, A CESSNA 182H, N8567S, COLLIDED WITH A GRUMMAN F6F-5, N4994V, IN MIDAIR ABOUT 1 MILE EAST OF PARKER, ARIZONA. BOTH AIRPLANES WERE OPERATED BY THE PILOTS UNDER 14 CFR PART 91. THE PRIVATE PILOT AND PASSENGER IN THE CESSNA SUSTAINED FATAL INJURIES. THE AIRLINE TRANSPORT PILOT IN THE GRUMMAN WAS NOT INJURED. THE CESSNA WAS DESTROYED; THE GRUMMAN RECEIVED SUBSTANTIAL DAMAGE TO THE LEFT WING TIP AND PERFORMED AN UNEVENTFUL LANDING AT THE PARKER (UNCONTROLLED) AIRPORT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED DURING THE PERSONAL FLIGHTS, AND NO FLIGHT PLAN HAD BEEN FILED FOR EITHER AIRPLANE. BOTH AIRPLANES DEPARTED THE PARKER AIRPORT PRIOR TO THE COLLISION. ON THE DAY OF THE ACCIDENT, PARKER AIRPORT, ALSO KNOWN AS AVI SUQUILLA, WAS HOSTING AN "AIR EXPO" AND THERE WERE OVER 4,000 PEOPLE IN ATTENDANCE. THE AIR EXPO WAS TO PROVIDE A STATIC DISPLAY OF THE AIRPLANES FOR THE ATTENDEES. AIRCRAFT OPERATORS PERFORMED AERIAL FORMATION FLIGHTS, FLYBYS, AND PARACHUTING DEMONSTRATIONS. THE EVENT WAS SPONSORED BY THE BLUE WATER CASINO; THE AIRPORT AND CASINO ARE ENTERPRISES OF THE COLORADO RIVER INDIAN TRIBE (CRIT). THE GRUMMAN AIRPLANE WAS. PARTICIPATING IN THE EVENT WITH OTHER "WARBIRDS" OWNED BY PRIVATE INDIVIDUALS AND ORGANIZATIONS. ACCORDING TO WITNESSES, THE TRANSIENT CESSNA WAS DEPARTING ON RUNWAY 19 WITH A LEFT CLIMBING TURNOUT NORTHBOUND ON THE DOWNWIND LEG, DESTINED FOR LAKE HAVASU CITY. THE GRUMMAN WAS RETURNING TO PARKER AIRPORT TO LAND AFTER A LOCAL PHOTO SHOOT WITH ANOTHER AIRPLANE. THE COLLISION OCCURRED ABOUT MIDFIELD ON THE LEFT DOWNWIND LEG FOR RUNWAY 19. THE GRUMMAN PILOT STATED THAT HE WAS NOT AWARE OF THE CESSNA'S DEPARTURE OR POSITION, AND OBSERVED IT JUST BEFORE THE COLLISION. THEREAFTER, THE AIRPORT MANAGER DISPATCHED THE ATTENDING FIRE DEPARTMENT EQUIPMENT AND A POLICE HELICOPTER TO THE SCENE. THE MANAGER ASSISTED IN THE PARKING AND SECURING OF THE GRUMMAN AWAY FROM THE ATTENDING CROWD. THE AIRPORT ROUTINELY PROVIDES AN AERONAUTICAL ADVISORY STATION (UNICOM) ON 122.725 MHZ, AND PROVIDES WIND AND PREFERRED RUNWAY INFORMATION. UNDER NORMAL PROCEDURES, THE UNICOM OPERATOR WOULD LOG THE CALL SIGN OF AIRCRAFT USING THE AIRPORT. ON THE DAY OF THE ACCIDENT, DUE TO THE VOLUME OF TRAFFIC, THE LOG WAS NOT USED. THE UNICOM OPERATOR DID NOT RECALL HEARING THE CESSNA ON FREQUENCY. PRELIMINARY VISUAL EXAMINATION OF THE CESSNA'S TWO DAMAGED COMMUNICATION RADIOS REVEALED THE TOP RADIO WAS INDICATING 122.7, AND THE OTHER WAS 121.902 MHZ. (-23) AIRCRAFT TOOK OFF FROM RW 19 AT P20, DEPARTING TO THE NORTH. WHILE IN CLIMBING LEFT HAND TURN, WAS STRUCK IN THE LOWER RUDDER AREA BY OTHER AIRCRAFT. VERTICAL STABILIZER AND RUDDER DEPARTED THE AIRFRAME, FOLLOWED BY THE HORIZONTAL STABILIZERS AND ELEVATORS. REPORTED TO HAVE GONE ALMOST STRAIGHT IN FOLLOWING IMPACT.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.