The pilot reported that during the final approach to land as part of a formation flight into Oshkosh, Wisconsin, he was focused on monitoring the plane that landed in front of him, and his airplane’s airspeed indicator.
As a result, he inadvertently flew below the normal glide path, impacted terrain, and sheared off the nose landing gear.
The Van’s RV-12 sustained substantial damage to the firewall.
The pilot did not report any preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.
Probable cause: The pilot’s failure to monitor the airplane’s glide path during the final approach, which resulted in a low approach path and impact with terrain.
NTSB Identification: GAA15CA159
This June 2015 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Probable cause: The pilot’s failure to monitor the airplane’s glide path during the final approach, which resulted in a low approach path and impact with terrain.
Huh? Say what? If you’re flying a formation approach to land presumably in a right echelon on a lead aircraft then it is that aircraft’s glide path you follow resulting from being tucked in tight with minimal step down. There’s no way to monitor glide path inside the cockpit or a VASI because too much attention is required to maintain position in formation. That’s the lead’s responsibility. The runway comes into view peripherally with the wingman touching down prior to lead. Been there done that.
How about just going around?
A few years ago we were on final to Oshkosh air venture in a Comanche 250 behind a very slow Piper Cub who was told to “land long” by the spotter but somehow ignored that instruction and was going to land short instead. I was already flying at my stall speed with full flaps and still closing in on the fellow.
Knowing how eager they are at airventure to get as many planes in I asked the spotter (breaking radio silence) to get the cub to comply, to no avail. Going over and landing in front of him was too risky so initiated a goaround and breaking out to the right to end an increasingly dangerous situation, fortunately I was in the right lane of three.
Almost needless to say, the pressure to land was intense and the spotter was not happy and wanted me to go back to Ripon to come back in. It was close to 1pm and OSH was being closed for the airshow but then the spotter kindly looped my in as the last landing plane and we landed safely.
Oddly enough the cub was still taxiing towards the far end of the runway, having taxied it’s entire length !
My point is: do what is the safest under the circumstances, even if it may tick off somebody temporarily.
Wishing you all safe and happy flying.
The NTSB Final report and Docket provide very little information about this accident, or the qualifications of the pilot. The aircraft had just 65 hours on it since the owner/builder/pilot completed it and acquired FAA registration on 12/16/2013 (just 19 months prior to the accident which occurred 6/20/2015). The pilot’s report to the NTSB omitted any mention of his flight hours or experience. He possessed a Sport Pilot certificate issued in 2010. FAA records did not indicate he held any previous ratings or qualifications. No medical deficiencies were noted, however he was flying under Sport Pilot rules and no medical certifications were required. There is no information in his NTSB statement or the NTSB investigation report to indicate he had prior experience in formation flight involving multi-ship flight nor landings while in formation.
Overall, there’s not much to learn from this report, except that relying solely on airspeed and distance from the preceding aircraft are woefully insufficient to assure the successful outcome of a formation landing.