ERA16FA324

The accident airplanes were the first two of a flight of six that were travelling to another airport for the pilots and passengers to have breakfast together. The first airplane departed first as it was a slower airplane and required more time to fly to the destination airport. The second airplane departed about 1 minute 18 seconds later. Radar data indicated that that the second airplane was behind and to the left of the first airplane, until they collided at 3,500 ft mean sea level. It could not be determined why the pilot of the second airplane did not see and avoid the first airplane prior to the collision. Both airplanes then entered a near-vertical, nose-down descent. Examination of the wreckage revealed that the second airplane's propeller sliced through the first airplane's empennage, and the first airplane subsequently contacted the second airplane's left wing with its tire, severing an outboard section. No preimpact mechanical malfunctions were identified with the wreckages of both airplanes that would have precluded normal flight.

Following the accident, a member of the group of pilots stated that the group planned to have the fastest airplane depart first when they flew together again. The group also discussed adding ADS-B to their airplanes. The Cessna was a two-seat, high-wing, fixed tailwheel, beige and blue airplane, serial number 14849, manufactured in 1948. It was equipped with a Continental C85, 85-horsepower engine. Review of maintenance records revealed that the Cessna's most recent annual inspection was completed on July 1, 2016. At that time, the airframe had accumulated about 4,322 total hours of operation and the engine had accumulated 217 hours since major overhaul. The Piper was a four-seat, low-wing, fixed tricycle gear, red and white airplane, serial number 28-7125491, manufactured in 1971. It was equipped with a Lycoming O-320, 160-horsepower engine. Review of maintenance records revealed that the Piper's most recent annual inspection was completed on October 27, 2015. At that time, the airframe and engine had accumulated about 4,081 total hours of operation. On September 25, 2016, at 0923 eastern daylight time, a Cessna 120, N3580V, and a Piper PA-28-140, N612FL, collided in midair while in cruise flight over North Collins, New York. The Cessna was destroyed, and the private pilot was fatally injured. The Piper was destroyed, and the private pilot and passenger were fatally injured. Both airplanes were registered to and operated by their respective private pilots. Both personal flights were conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plans were filed for the planned flights that both departed Hamburg Airport (4G2), Hamburg, New York, with a planned destination of Saint Mary's Municipal Airport (OYM), Saint Mary's, Pennsylvania. According to witnesses at 4G2, the accident airplanes were the first two of a flight of six that were travelling to OYM for the pilots and passengers to have breakfast together. The group of pilots regularly flew for breakfast on Sundays, weather permitting. The Cessna departed first as it was a slower airplane and required more time to fly to OYM. The Piper departed second. Two witnesses, who lived near the accident site, stated that they observed one airplane climb into another airplane and shear its tail off, followed by both airplanes descending rapidly to the ground. Review of radar data provided by the Federal Aviation Administration (FAA) revealed that a primary target consistent with the first airplane departed runway 19 at 0917:59 and proceeded southeast. A target with a transponder code of 1200, consistent with the second airplane, departed the same runway at 0919:17 and proceeded in the same direction. The targets indicated that the second airplane was behind and to the left of the first airplane until they collided. The last radar target associated with the second airplane was recorded at 0923:22 about 6 miles southeast of 4G2,indicating an altitude of 3,500 ft mean sea level (msl). Further review of the radar data indicated that the second airplane had been level at 3,500 ft msl (plus or minus 100 ft) for about 50 seconds before the end of the data. The first airplane was not equipped with a transponder, nor was it required to be, so no altitude information was available from the primary targets associated with it. The Erie County Medical Examiner, Buffalo, New York, performed autopsies on both pilots. The autopsy reports noted the cause of death for both pilots was "multiple blunt force injuries." The FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on both pilots. The results were negative for alcohol and drugs. Chautauqua County Dunkirk Airport (DKK) was located 20 miles west of the accident site. The recorded weather at DKK at 0953 was: wind calm, visibility 10 miles, sky clear, temperature 14° C, dew point 9° C, altimeter 30.26 inches Hg. The pilot of the first airplane, age 60, held a private pilot certificate with a rating for airplane single-engine land. His most recent third-class medical certificate was issued on October 9, 2014. At that time, he reported total flight time of 786 hours. Review of the pilot's logbook revealed that he had accumulated total flight time of 828 hours, of which 4 hours were flown during the 30-day period preceding the accident. His most recent flight review was completed on May 14, 2015. The pilot of the second airplane, age 69, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent third-class medical certificate was issued on June 22, 2016. At that time, he reported total flight time of 793 hours. The pilot's logbook was not recovered; however, a copy of his last flight review endorsement was obtained through his insurance company. The pilot's most recent flight review was completed on September 16, 2016. Examination revealed three wreckage sites. The main wreckages of the airplanes were located in fields near the second to last radar target and last radar target, respectively. The empennage of the first airplane and an approximate 4-ft section of the second airplane's left outboard wing were located in a cornfield about 0.3 mile west of the first airplane's main wreckage. The first airplane's empennage exhibited four propeller cuts through its left side. The second airplane's left wing section exhibited black rubber transfer, consistent with contact from one of the first airplane's landing gear tires. The first airplane's empennage exhibited red paint transfer, consistent with contact from the second airplane. The first airplane's main wreckage exhibited leading edge wing crushing along the entire span.. The cockpit section was destroyed and only two readable instruments were recovered. Aileron control continuity was confirmed from the ailerons to the cockpit. Elevator and rudder control continuity were alsoconfirmed from the first airplane's cockpit to the rear cabin area, where the cables had separated and exhibited broomstraw features at the cable ends. The elevator trim tab was found in an approximately neutral position. The second airplane's main wreckage exhibited leading edge wing crushing along the entire span. The second airplane's cockpit section was destroyed and no instruments were recovered. Due to impact damage, control continuity could not be verified for the second airplane.