CEN21LA091

The experienced aerobatic pilot completed a formation flight with another airplane and then climbed to about 4,200 ft above ground level (agl) to practice aerobatic maneuvers. Flight track data showed the airplane performing maneuvers for about 3 minutes and ended as the airplane descended through 3,200 ft agl. The airplane continued to descend and impacted flat terrain in a nose-down, upright attitude with minimal forward momentum. A postaccident examination revealed no anomalies that would have precluded normal operation of the airplane. Based on the circumstances, the airplane’s condition at impact, and the statements of airshow pilots familiar with the pilot’s flight training, he likely flew an aerobatic maneuver that transitioned to an upright spin that he was unable to recover from before ground impact.

On December 17, 2020, about 1629 central standard time, an Extra EA300 airplane, N102JK, was substantially damaged when it was involved in an accident near Aledo, Texas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to recovered flight data from an onboard Garmin device, the airplane departed from Bourland Field (50F) near Cresson, Texas, at 1609. About 5 minutes later, an RV4 airplane departed 50F, and the two airplanes rejoined to fly in a loose formation between 2,400 and 3,200 ft mean sea level (msl). About 1625, the two pilots coordinated to separate the formation. The RV4 pilot descended to land at 50F, and the accident pilot climbed to about 5,300 ft msl, which was about 4,200 ft above ground level (agl), to practice aerobatic maneuvers. Flight track data from the onboard device showed the airplane performing maneuvers consistent with aerobatics between about 1625 and 1628. At 1628:16, the last onboard data showed the airplane over the accident site at 4,641 ft msl. At 1628:20, the last Mode S transponder data received showed the airplane had descended through 4,300 ft msl, which was about 3,200 ft agl. The airplane impacted terrain near this location, about 3.5 miles northwest of 50F at an elevation 1,086 ft msl (see figure 1). Figure 1 – Accident Airplane’s Flightpath Information (Courtesy of FAA) The pilot was a highly experienced Air Force A-10 pilot, as well as an airline pilot. About 3 years before the accident, the pilot flew about 30 hours of aerobatics with a civilian airshow/Air Force A-10 pilot. According to this pilot, all types of spinning maneuvers were practiced, including spin maneuvers flown with intentional mistakes to reinforce the importance of the proper sequence of flight control inputs. The two pilots had not discussed aerobatics for several months before the accident. Another civilian airshow/Air Force A-10 pilot who practiced aerobatic maneuvers with the accident pilot estimated the accident pilot had flown 150 to 200 hours in the Extra 300. The two pilots did not fly negative G maneuvers, and the airshow pilot was not sure when the accident pilot last practiced spin maneuvers. Reflecting on the accident information available, the airshow pilot considered it likely that the accident pilot may have been practicing an inverted spin or other aerobatic maneuver and inadvertently transitioned to an upright spin during the recovery. The airplane impacted a rural, grassy field, and the wreckage distribution and damage to the airplane were consistent with a nose-down attitude and minimal forward momentum at impact. Both wings and the fuselage were crushed downward, and the tail section was twisted to the left of the fuselage (see figure 2). Figure 2 – Airplane at Accident Site (Courtesy of FAA) A first responder found the pilot in the rear seat with his hands positioned on the flight control stick and throttle. A postaccidentexamination revealed that all flight control surfaces were present, and there was no indication of flight control interference between the front and rear flight controls. The elevator push-pull tube was fractured underneath the rear cockpit, and the aileron push-pull tube was fractured under the front cockpit; both fractures displayed features consistent with overstress. The mixture and propeller control levers were in the full-forward position, and the fuel selector valve was positioned to the center tank position. The engine crankshaft was rotated by hand with normal mechanical continuity observed. Gas path and combustion signatures observed at the spark plugs, combustion chambers, and exhaust system components were consistent with normal operation. No preimpact anomalies were noted that would have precluded normal operation of the airplane.