# NTSB CHI06LA157: Good RV-6A, N86CG, Peru, IL, June 18, 2006 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: June 18, 2006, 08:48 local (13:48 UTC) - Place: Peru, IL - Coordinates: 41.351943, -89.153053 - Nearby events: https://openairdocs.org/map.md?lat=41.3519&lon=-89.1531&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 1 uninjured - Status: Completed, report November 29, 2007 - Report: Approved by Office Director - Parties: FAA-DuPage FSDO - NTSB case key (mKey): 63956 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI06LA157 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63956/pdf - Page: https://openairdocs.org/ntsb/CHI06LA157 ## Probable cause (aircraft 2) Failure of the pilot of the second airplane in the formation to maintain clearance with the lead airplane during the overhead recovery maneuver prior to landing. ## Probable cause (aircraft 1) The pilot's failure to maintain clearance with the lead airplane during the overhead recovery maneuver prior to landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Midair collision, maneuvering - clearance - not maintained, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground - Midair collision, maneuvering - clearance - not maintained, pilot of other aircraft (cause) ## Analysis (aircraft 2) An amateur-built RV-6A airplane, and an amateur-built RV-8 airplane, collided in-flight during an overhead recovery maneuver. The formation flight of four airplanes was arriving prior to an air show. They were scheduled to perform in the air show later that day. The flight leader stated that the flight was established southbound over the approach end of runway 18 when he initiated an overhead recovery for landing. He stated that he pulled up and started a turn to return for landing. He reported that shortly after starting his turn he felt the impact of the other airplane. He was able to maintain control and subsequently landed on runway 36. A ground-based witness reported that the four airplanes flew over his position northbound in a diamond formation at 800 - 1,000 feet above ground level (agl). He noted that the formation appeared "evenly spaced and steady." The formation proceeded to make a descending turn. As the formation was established southbound, about 200 feet agl, the lead airplane executed a climbing left turn away from the other airplanes. Approximately two seconds later the second airplane began a left climbing turn. The witness reported that this airplane "appeared to turn and climb much more aggressively than the lead aircraft." Prior to completion of the turns, the witness stated the second airplane "merged with the lead aircraft from below and from the left." He noted seeing debris separate from the airplanes due to the collision. The second airplane subsequently entered a "near vertical, slow spiral descent in a nose down attitude." Post accident inspection of the RV-6A airplane did not reveal any anomalies associated with a pre impact failure. The pilot of the RV-8 stated that there were no failures or malfunctions with the airplane prior to the accident. ## Analysis (aircraft 1) An amateur-built RV-6A airplane and an amateur-built RV-8 airplane, collided in-flight during an overhead recovery maneuver. The formation flight of four airplanes was arriving prior to an air show. They were scheduled to perform in the air show later that day. The flight leader stated that the flight was established southbound over the approach end of runway 18 when he initiated an overhead recovery for landing. He stated that he pulled up and started a turn to return for landing. He reported that shortly after starting his turn he felt the impact of the other airplane. He was able to maintain control and subsequently landed on runway 36. A ground-based witness reported that the four airplanes flew over his position northbound in a diamond formation at 800 - 1,000 feet above ground level (agl). He noted that the formation appeared "evenly spaced and steady." The formation proceeded to make a descending turn. As the formation was established southbound, about 200 feet agl, the lead airplane executed a climbing left turn away from the other airplanes. Approximately two seconds later the second airplane began a left climbing turn. The witness reported that this airplane "appeared to turn and climb much more aggressively than the lead aircraft." Prior to completion of the turns, the witness stated the second airplane "merged with the lead aircraft from below and from the left." He noted seeing debris separate from the airplanes due to the collision. The second airplane subsequently entered a "near vertical, slow spiral descent in a nose down attitude." Post accident inspection of the RV-6A airplane did not reveal any anomalies associated with a pre impact failure. The pilot of the RV-8 stated that there were no failures or malfunctions with the airplane prior to the accident. ## Factual narrative (aircraft 2) On June 18, 2006, at 0848 central daylight time, an amateur-built Good RV-6A airplane, N86CG, was destroyed and an amateur-built Turner RV-8 airplane, N68LT, was substantially damaged during a mid-air collision at the Illinois Valley Regional Airport (VYS), Peru, Illinois. After the collision the RV-6A descended and impacted terrain. The RV-8 landed successfully at VYS. Both airplanes were part a four aircraft formation preparing to land at the time of the accident. The flight was being conducted under 14 CFR Part 91 without a flight plan. Visual meteorological conditions prevailed. The pilot of the RV-6A sustained fatal injuries. The pilot of the RV-8 was not injured. Both airplanes departed Poplar Grove Airport (C77), Poplar Grove, Illinois, about 0815. The pilots were members of the RV Blackhawk Squadron and were flying to VYS for the Illinois Valley Air Show. The group was scheduled to perform in the air show later that day. The pilot of the RV-8, who was the lead airplane in the formation, reported that the flight of four was established southbound over the approach end of runway 18 when he initiated an overhead recovery for landing. He stated that he pulled up and started a turn to enter downwind. He reported that shortly after starting his turn he felt the impact of the other airplane. He was able to maintain control and subsequently landed on runway 36. A ground-based witness reported that the four airplanes flew over his position northbound in a diamond formation at 800 - 1,000 feet above ground level (agl). He noted that the formation appeared "evenly spaced and steady." The formation proceeded to make a descending turn. As the formation was established southbound, about 200 feet agl, the lead airplane executed a climbing left turn away from the other airplanes. Approximately two seconds later the second airplane also began a left climbing turn. The witness reported that this airplane "appeared to turn and climb much more aggressively than the lead aircraft." Prior to completion of the turns, the witness stated the second airplane "merged with the lead aircraft from below and from the left." He noted seeing debris separate from the airplanes due to the collision. The second airplane subsequently entered a "near vertical, slow spiral descent in a nose down attitude." A second ground-based witness stated that the lead airplane "peeled off up and to the left," followed within 5 seconds by the second airplane in the formation. He reported that the second airplane's flight path subsequently placed it under the lead airplane's left wing. The second airplane's nose and right wing collided with the lead airplane's left wing. Post accident inspection of the Good RV-6A airplane, N86CG, did not reveal any anomalies associated with a pre accident failure. All flight control surfaces, with the exception of the right flap, remained with the airplane. Separation of the flap was consistent with impact damage. Control continuity was confirmed from the rudder and elevator to the cockpit area. Breaks in the aileron control system were consistent with impact and overload failures. The pilot of the Turner RV-8 airplane reported no failures or malfunctions with the aircraft prior to the accident. Paint transfer marks consistent with the color of the trim on the RV-6A were observed on the left wing of the RV-8 during a post accident inspection. Weather conditions recorded by the VYS Automated Surface Observing System (AWOS), at 0845, were: Winds from 220 degrees at 10 knots; 10 statute miles visibility; overcast clouds at 9,500 feet above ground level; temperature 22 degrees Celsius; dew point 20 degrees Celsius; altimeter 29.86 inches of mercury. ## Factual narrative (aircraft 1) On June 18, 2006, at 0848 central daylight time, an amateur-built Good RV-6A airplane, N86CG, was destroyed and an amateur-built Turner RV-8 airplane, N68LT, was substantially damaged during a mid-air collision at the Illinois Valley Regional Airport (VYS), Peru, Illinois. After the collision the RV-6A descended and impacted terrain. The RV-8 landed successfully at VYS. Both airplanes were part a four aircraft formation preparing to land at the time of the accident. The flight was being conducted under 14 CFR Part 91 without a flight plan. Visual meteorological conditions prevailed. The pilot of the RV-6A sustained fatal injuries. The pilot of the RV-8 was not injured. Both airplanes departed Poplar Grove Airport (C77), Poplar Grove, Illinois, about 0815. The pilots were members of the RV Blackhawk Squadron and were flying to VYS for the Illinois Valley Air Show. The group was scheduled to perform in the air show later that day. The pilot of the RV-8, who was the lead airplane in the formation, reported that the flight of four was established southbound over the approach end of runway 18 when he initiated an overhead recovery for landing. He stated that he pulled up and started a turn to enter downwind. He reported that shortly after starting his turn he felt the impact of the other airplane. He was able to maintain control and subsequently landed on runway 36. A ground-based witness reported that the four airplanes flew over his position northbound in a diamond formation at 800 - 1,000 feet above ground level (agl). He noted that the formation appeared "evenly spaced and steady." The formation proceeded to make a descending turn. As the formation was established southbound, about 200 feet agl, the lead airplane executed a climbing left turn away from the other airplanes. Approximately two seconds later the second airplane also began a left climbing turn. The witness reported that this airplane "appeared to turn and climb much more aggressively than the lead aircraft." Prior to completion of the turns, the witness stated the second airplane "merged with the lead aircraft from below and from the left." He noted seeing debris separate from the airplanes due to the collision. The second airplane subsequently entered a "near vertical, slow spiral descent in a nose down attitude." A second ground-based witness stated that the lead airplane "peeled off up and to the left," followed within 5 seconds by the second airplane in the formation. He reported that the second airplane's flight path subsequently placed it under the lead airplane's left wing. The second airplane's nose and right wing collided with the lead airplane's left wing. Post accident inspection of the Good RV-6A airplane, N86CG, did not reveal any anomalies associated with a pre accident failure. All flight control surfaces, with the exception of the right flap, remained with the airplane. Separation of the flap was consistent with impact damage. Control continuity was confirmed from the rudder and elevator to the cockpit area. Breaks in the aileron control system were consistent with impact and overload failures. The pilot of the Turner RV-8 airplane reported no failures or malfunctions with the aircraft prior to the accident. Paint transfer marks consistent with the color of the trim on the RV-6A were observed on the left wing of the RV-8 during a post accident inspection. Weather conditions recorded by the VYS Automated Surface Observing System (AWOS), at 0845, were: Winds from 220 degrees at 10 knots; 10 statute miles visibility; overcast clouds at 9,500 feet above ground level; temperature 22 degrees Celsius; dew point 20 degrees Celsius; altimeter 29.86 inches of mercury. ## Aircraft 1 - Registration: [N86CG](https://openairdocs.org/deregistered/N86CG-2009-04-23), registration cancelled 2009-04-23, S/N 60135, built 2000 (OpenAirDocs) - Reported make and model: Good RV-6A - Registry model: [Good Christopher John RV-6A](https://openairdocs.org/model/good-christopher-john-rv-6a) (registry code 05609NO) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 60135 - Airframe hours: 1015 - Engines: Lycoming O-360-A1A 180 horsepower reciprocating - Damage: Destroyed - Flight: Air race/show, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, October 1, 2005 - Departed: C77, Poplar Grove, IL - Destination: VYS, Peru, IL - Airport: VYS, Illinois Valley Regional, runway 18, 6,000 × 100 ft, asphalt ## Aircraft 2 - Registration: [N68LT](https://openairdocs.org/aircraft/N68LT), registered now, S/N 81164, built 2003 (OpenAirDocs) - Reported make and model: Turner RV-8 - Registry model: [Turner William A VANS RV-8](https://openairdocs.org/model/turner-william-a-vans-rv-8) (registry code 05615EX) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 81164 - Airframe hours: 530 - Engines: Superflite IO-360-B35 188 horsepower reciprocating - Damage: Substantial damage - Flight: Air race/show, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, June 1, 2005 - Departed: C77, Poplar Grove, IL - Destination: VYS, Peru, IL - Airport: VYS, Illinois Valley Regional, runway 18, 6,000 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N86CG; age 55; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review May 1, 2006; seat: left; toxicology performed; flight hours: 1,446 total, 597 in this make and model, 1,340 as pilot in command, 1 in the last 24 hours - Pilot, aircraft N68LT; age 63; injuries: none; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; last flight review April 1, 2006; seat: left; flight hours: 19,785 total, 534 in this make and model, 11,500 as pilot in command, 71 in the last 90 days, 24 in the last 30 days, 6 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: 9,500 ft overcast - Temperature: 72 °F, dew point 68 °F - Altimeter: 29.86 inHg - Observed at: VYS, 1 nm away ## FAA reports on this event (2) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20060618026961A](https://openairdocs.org/incident/20060618026961A), Jun 18, 2006: Amtr RV6A, Peru, IL, Destroyed, 1 fatal. (-23) On June 18, 2006 a group of four aircraft departed the poplar grove airport (C77) for a flight to the Illinois valley airport in Peru IL (vys). Prior to… - [Accident 20060618026962A](https://openairdocs.org/incident/20060618026962A), Jun 18, 2006: Amtr VANSRV8, Peru, IL, Substantial damage. (-23) On June 18, 2006 a group of four aircraft departed the poplar grove airport (C77) for a flight to the Illinois valley airport in Peru IL (vys). Prior to… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.