Fatal Hellcat crash in Tennessee (revisited)

involved peripherally with the warbird rebuilders and pilots at Van Nuys airport in California until I left for Saudi Arabia in 1997

We must know each other….:confused: I worked with PR 🙂
Rick.

The NTSB report is neither a friend nor enemy of the pilot . It paints a clear and concise report on the facts. It is not a time of war for pilots of Hellcats or indeed any other privately owned warbird . The sorties do not have to be done – it’s flying for pleasure.

Excellent Post Galvin, thanx…

I flew with Dan Vance in Speedball Alice at Reno this year, Alice is marked up in memory of Art.

Fatal Hellcat crash in Tennessee (Revisited)

I was not a good friend of Art Vance but I did know him. I was accquainted with him through being involved peripherally with the warbird rebuilders and pilots at Van Nuys airport in California until I left for Saudi Arabia in 1997 to fly for a Saudi sheikh and his family. A 727 is the family car for some people.

Art was retired from FedEx and was also a Flying Tigers captain prior to its absorbtion by the current airline. He was a very good pilot and one of the funniest individuals I have met in 42 years of flying but so quietly subtle you might not catch the joke unless you were paying attention. He had gotten burned pretty badly when he successfully bailed out of a burning F4U Corsair at low altitude a couple of years prior to his fatal crash but, like many who have gotten the warbird bug, got right back into flying them as soon as he healed up.

http://www.warbirdaeropress.com/articles/PRS/PRS.htm

Years ago I once sat down with a friend of mine (who also happens to be a friend of Art’s) and we added up the people we both knew or were accquainted with who had bought the ranch while flying. We quit at the number one hundred, finding it too depressing to continue. What we DID conclude was that nearly all had done something that precipitated the accident regardless of how competent or clueless they may have been at the flying business.

Flying has a tacit and very strict set of rules that have nothing to do with government legislation and which often have the death penalty for even the first offense. The incentive program in flying is “do it right each and every time or you will very likely die”. I have known many who should never have even been driving a car who bought it while flying an airplane because they were blissfully unaware of the “self-cleaning oven” character of the activity that got them.

Having dodged the bullet myself several times, I am usually loath to condemn others who were far better pilots than myself but who screwed up just that one critical time (unless their screwup was so egregious it was indefensible and whose decision resulted in killing or injuring someone they were with or on the ground).

When someone with a lot of experience and a long history of making good decisions buys it through circumstances that appear to point to a bad decision, I remind myself that I do not know the situation well enough nor the particular circumstances that the pilot thought he was operating under to make a definitive judgement of his or her actions.

I hope that if Lynn is a pilot that he or she is at least as good as Art Vance was and never succumbs to the temptation to do the one thing that will prove to be career ending.

Must admit the whole accident seems odd to me, If its true the Hellcat hit smaller power cable’s before hitting the larger ones that brought it down it makes me question whether the pilot was effected in someway either something mental or something physical that did not show up in the investigation, Maybe we will never know.
The thing is we should not condemn the pilot for what he did, He paid the ultimate price, Sadly.

Rob, Those are some extremely good points and very well said, thanks for the post.

I found some other info that makes this thing even stranger than it already is. Apparently the NTSB report omitted some information, according to eyewitnesses he struck some smaller power lines several miles before he hit the bigger ones that brought the plane down.

Quote from Air Classics mag:

On 8 October, Art Vance was killed in a crash at Cookeville, Tennessee, while flying The Air Museum Planes of Fame Hellcat. According to eyewitnesses, the plane was flying under a low overcast along the route of 1-40 when it struck a small set of power lines. Witnesses stated the aircraft flew for several more miles before striking larger power lines and crashing in the median separating the freeway lanes. The median was heavily wooded and rocky.

The witness in the NTSB report clearly saw him hit the smaller wires and fly on out of site. It was the witnesses at the larger set of wires several miles down the road that saw the fatal strike.

That seems so strange and out of control to me, it’s crazy.

Rat

That’s terrible news! It’s always terrible to hear that there’s another pilot lost 🙁 🙁

Hi Lynn,

I agree that what this pilot did at first sight looks stupid. On the other hand I am convinced that most, if not all, pilots if asked whether they have ever done something stupid while flying or have seriously misjudged a situation will admit that they have (At least when they are honest). The only difference between the one’s that get killed and the one’s that survive is that the latter were lucky and got another chance to learn and become better pilots. And beware of pilots that tell you that they have never done things that were stupid, those that deny are the most dangerous of them all.

Mr. Vance made a mistake and paid the ultimate price. Let’s not convict him for that but let’s try to learn something from his mistake and try to become a better and safer pilot.

Harm-Jan

Ok, I did not know Art Vance, couldn’t pick him out of a crowd of two, although I’ve read the eulogies and heard about what a great stick he was. I’m also a complete neophyte when it comes to aircraft operation… I can get’em off the ground and move them about in a reasonably effective manner, but that’s about it.

All that said, I have to say this sounds like one of the stupidest things I have ever heard of in my life… even I know better than to do something like that. How difficult would it be to do some basic navigation? Figure out a compass heading from point A to point B before taking off, bring your maps, turn your radio on, and go? Honestly, following the damn interstate to another city? He wasn’t on a damn Greyhound bus, he was operating a high-performance aircraft, and doing so in a manner which endangered himself, his aircraft, and the people around him. Thankfully no one else on the ground suffered for his indiscretions.

Sorry if this comes across as out of line to some, but hearing this sort of thing really pisses me off- it’s accidents like this which really give the entire Warbird community a black eye, as it reinforces the false idea that everyone who flies these gorgeous aircraft is a hotshot cowboy, and that the aircraft cannot be operated safely.

Way to go, Art. Thanks for that.

Lynn

Most pilots know the “three strikes” principle. If you look into any accident, you’ll usually find that a combination of no more than three mistakes was all it took to bring about the crash. If you’re airborne and begin letting your mistakes stack up, you’re going to find yourself in trouble very quickly.

This pilot apparently allowed himself way too much leash and got pushed into a corner – flying VFR in IFR conditions at 100 feet(!) AGL over unfamiliar mountainous terrain. Still yet, it seems he was pressing on toward his destination rather than cutting his losses and putting down safely while he still could.

Once again, I’m left wondering how many veteran warbird pilots out there still push the limits like this on regular basis. Rudimentary pilot logic and principles aside, there’s a very good reason why the National Warbird Operator Conference exists, and I know this particular pilot was no stranger to it. God rest his soul, but there is no date on any itinerary worth pushing the envelope that far. It’s always a shame when the ending of a great aviator’s legacy is punctuated with a lesson of how not to fly an airplane.

I think the FAA guys need to brush up on their WWII fighters…

Still, it’s a valuable lesson for all pilots.
Respect the weather. It’s bigger …and more powerful …than any aircraft.

Yea, I think they figured it had 3 wheels, so it’s tri gear. Another thing, flying that low over unfamiliar terrain. When he went around the turn with jagged hills on both sides he had no time to react when the power lines came into view. Extremely dangerous flying, thank god no motorists were killed.

“The airplane is a single seat, fixed wing 1944 Grumman F2F with tricycle landing gear“

I think the FAA guys need to brush up on their WWII fighters…

Still, it’s a valuable lesson for all pilots.
Respect the weather. It’s bigger …and more powerful …than any aircraft.

Here is the report, now we ask, did it have to happen?

Rat

NTSB Identification: ATL06LA003.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 08, 2005 in Monterey, TN
Probable Cause Approval Date: 2/28/2006
Aircraft: Grumman F6F, registration: N4994V
Injuries: 1 Fatal.

The pilot told people at the departure Airport prior to takeoff that he was going to follow I-40 to his destination. The weather at the accident site was 500 foot overcast, 5 miles visibility and mist. Several motorists observed the airplane flying at an altitude of about 100 feet west bound along I-40 prior to colliding with power lines. There were no mechanical problems reported by the pilot or discovered during the post-accident examination of the airplane.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s inadequate preflight planning and inadequate evaluation of the weather, inadequate visual lookout, and his failure to maintain clearance, resulted in the in-flight collision with power lines.

HISTORY OF FLIGHT

On October 8, 2005 at 1633 central daylight time, a Grumman F6F, N4994V, registered to Air Museum, and operated by the Airline Transport Pilot, collided with power lines, fell to the ground and burst into flames during cruise flight in Monterey, Tennessee. The business flight was operated under the provisions of Title 14 CFR Part 91, and visual flight rules. Instrument meteorological conditions prevailed and no flight plan was filed for the trip to Little Rock, Arkansas. The pilot received fatal injuries and the airplane sustained substantial damage. The flight originated in Sevierville, Tennessee, on October 08, 2005, at an undetermined time.

The pilot told several people at the airport that he was going to follow I-40 to Little Rock, Arkansas. Motorists traveling on I-40, stated that they observed the airplane directly over the westbound lanes at an altitude of approximately 100 feet above the ground. One motorist stated that he was driving about 75 miles an hour as the airplane flew directly over him. He stated that he noticed that it was a vintage 1940’s Hellcat complete with US Navy markings along the fuselage. He estimated that the airplane’s ground speed was about 100 knots. He said that when the airplane passed over him he was just east of the 290 mile marker in Cookeville, Tennessee. He said that the Cumberland Plateau was marked by extremely rough mountainous terrain, with 500-700 foot peaks on either side of the highway. On the day of the accident he had noticed that the peaks were obscured by a low, 500 foot ceiling. He cracked his window to listen for the airplane engine to determine if the plane had power, and the engine sounded fine with no apparent misses or roughness. At first the witness thought that the pilot might be attempting to land on the westbound lanes of the highway, however, he observed that the airplane was in a clean configuration with flaps and gear up, and showed no apparent desire to make an emergency landing. According to the witness, as the road curved slightly to the left, multiple high tension wires came into view running across the westbound lanes. He observed the airplane attempt to pass under the wires and strike the lowest wire and the severed line fell across the roadway. The witness lost sight of the airplane and assumed the pilot was able to recover and flew out of view. The witness attempted to call 911, but was unable to get a signal. He continued on to his destination. Other witnesses stated similar observations but observed the airplane crash into a wooded area and burn.

PERSONNEL INFORMATION

A review of information on file with the Federal Aviation Administration (FAA) Airman’s Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued an airplane single engine land with a commercial pilot rating and airplane multiengine land with a airline transport pilot rating, issued on July 24, 2003. The pilot’s logbooks were not not recovered for examination. Review of the FAA aeromedical records showed that the pilot held a second class medical certificate issued October 04, 2004 with no limitations.

AIRCRAFT INFORMATION

The airplane is a single seat, fixed wing 1944 Grumman F2F with tricycle landing gear. The airplane is powered by one reciprocating, fuel injected Pratt & Whitney 22800 engine. A review of maintenance records revealed that he last conditional inspection was conducted on February 1, 2005. At the time of the accident, the tachometer read 2141 hours.

METEORLOGICAL INFORMATION

At 1653, Crossville Cumberland County Airport, Crossville, Tennessee, weather reporting facility, reported winds variable at 3 knots, 5 statue miles of visibility, overcast 500 feet, in mist, Temperature 13-degrees Celsius, dew point 11-degrees Celsius, and altimeter 29.89 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

Examination of the wreckage on scene found the airplane consumed by fire with the engine separated from the airplane and resting against a tree. Examination of the engine found high tension cable wrapped around the crankshaft between the prop and engine case.

MEDICAL AND TOXICOLOGICAL INFORMATION

The Forensic Toxicology Research Section, FAA, Oklahoma City, Oklahoma performed postmortem toxicology of specimens from the pilot. The results were negative for carbon monoxide, cyanide, and ethanol. dextromethorphan was detected in the liver and the kidney. According to the FAA Civil Aerospace Medical Institute (CAMI) website, Dextromethorphan is a “cough suppressant commonly used in over the counter preparation.”

Art quotes:
http://www.napanet.net/~arbeau/usaah/quotes.htm

It never gets any easier does it? My condolences to his family

Bugger, knew the guy for years. He used to drop by the hangar Van Nuys all the time & him & his son had bought a T6 project that I helped drag out of Whiteman 🙁

Very Sad News.
Condolences to Mr Vance’s faily.

A great epitaph Nick, thanks to your friend for those words.

Our condolences to Arts family

This is very sad news.

A few words about Art from a friend of mine, I was asked if I would post this anonymously

He was
what every warbird pilot wanted to be…cool under pressure, low key, level
headed and funny, with a VERY dry sense of humor. I remember talking to him
at Reno about Matt Jackson and how he was upset about being called for the
pylon cut and thought it unfair. I told Art I was going to give him the
pole in the Sunday race, to which Art said, “**** him, it’s just whinny baby
crap”. Art spent several evenings on the phone with me going over the finer
points of air racing, and really went out of his way at Reno rookie school.
I remember being upset about my airplane being down with a bad fuel pump at
Reno in June and thinking I wasn’t going to get my race license. Art took
me aside and told me not to worry, that air racing needed younger guys who
would race and return to keep the sport alive.

Art also told me that Reno is the most dangerous flying we’re likely to do,
and he described it as “reasonably dangerous”. “You need to be prepared to
accept that this is an endeavor in which people die”, he said to me.

After I finished my Commercial Pilot’s License I asked Art if I should send
a copy to Reno right away, or wait until we got to the air races. “****
them, I never send any information to RARA. It’s none of their goddamn
business what my paperwork looks like. You’re an Unlimited Air Racer now,
so you had better get used to being a bit of an elitest. This isn’t the
Sport Class.”

Several years ago Art bailed out of a burning Corsair at a few hundred feet,
coming down almost on top of the wreckage. He said that in hindsight he
probably stayed with the airplane too long, but thought it was pretty tough
to know when exactly too long was when you were sitting in a burning
Corsair. His bailout procedure that he taught me was the 3
asses…plexiglas, harness, my ass. I asked him if I should take a jump
class to learn about parachutes, as I know nothing about them. “Ever watch
a John Wayne western?”, Art asked me. “Sure”, I said. “Well then, you know
everything there is to know about killing Indians, don’t you.”, which he
said while pretending to shoot an imaginary six gun. “OK Art”, I said, “I
get it”.

Thanks again for letting me know about this. Sorry to wax on, but it seems
to help put some closure to the loss of a friend. So many people told me
that Art was such a tough ass, and hard to get along with. I found him to
actually have a very soft side, which he hid well.

Blue skies Art, blue skies.

Art Vance was one of the pilots for the movie The Tuskeegee Airmen – I think a viewing of this is in order as my way of paying some respect.

RIP 🙁