Nakajima A6M2 MODEL 21 and Goodyear FG1D accident near Midland, Texas, March 15, 2016
On March 15, 2016 at about 8:50 pm local time, 2 aircraft, Nakajima A6M2 MODEL 21 (N8280K) and Goodyear FG1D (N209TW), were involved in the same accident near Midland, Texas (Midland Intl airport). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The Goodyear pilot did not see and avoid the Nakajima ahead on the taxiway.
The Goodyear pilot did not see and avoid the Nakajima ahead on the taxiway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 2016 · about 8:50 pm local time
- Place
- Midland, Texas · Midland Intl · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Nakajima A6M2 MODEL 21, built 1941
- Registration
- N8280K · no longer on the register · serial 1498
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
- Aircraft 2
- Goodyear FG1D, built 1945 · all FG1Ds on the register
- Registration
- N209TW · registry record · serial 92489
- Damage
- Minor damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative for the Nakajima A6M2 MODEL 21 final · quoted from the NTSB record
The six-ship formation of vintage World War II airplanes had completed their run-ups on the taxiway and were preparing for departure. A departure clearance was received from air traffic control and the six-ship formation proceeded to the runway for takeoff. The Goodyear "Corsair" airplane was sixth in formation and trailing the Nakajima "Zero" airplane. These tailwheel airplanes required the pilots to taxi in an S-turn pattern due to the limited forward visibility. As the Corsair pilot proceeded with the S-turn taxi to the runway, the Corsair overtook the Zero and collided with its tail. The Zero spun right about 270 degrees and came to rest. The Corsair stopped quickly and its propeller impacted the taxiway. The Zero sustained substantial damage to the empennage and the Corsair sustained minor damage. The pilots conducted an accident debrief and determined that a lack of "vigilance" was to blame. Both pilots reported there were no pre-impact mechanical failures or malfunctions with the airframes or engines that would have precluded normal operation.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The NTSB's narrative for the Goodyear FG1D final · quoted from the NTSB record
The six-ship formation of vintage World War II airplanes had completed their run-ups on the taxiway and were preparing for departure. A departure clearance was received from air traffic control and the six-ship formation proceeded to the runway for takeoff. The Goodyear "Corsair" airplane was sixth in formation and trailing the Nakajima "Zero" airplane. These tailwheel airplanes required the pilots to taxi in an S-turn pattern due to the limited forward visibility. As the Corsair pilot proceeded with the S-turn taxi to the runway, the Corsair overtook the Zero and collided with its tail. The Zero spun right about 270 degrees and came to rest. The Corsair stopped quickly and its propeller impacted the taxiway. The Zero sustained substantial damage to the empennage and the Corsair sustained minor damage. The pilots conducted an accident debrief and determined that a lack of "vigilance" was to blame. Both pilots reported there were no pre-impact mechanical failures or malfunctions with the airframes or engines that would have precluded normal operation.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record for the Nakajima A6M2 MODEL 21 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot of other aircraft
- Personnel issues › Action/decision › Info processing/decision › Expectation/assumption › Pilot
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Personnel issues › Action/decision › Info processing/decision › Expectation/assumption › Pilot of other aircraft
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: glider; instrument: airplane; rotorcraft: glider
- Flight time: 30,000 hours in all; 260 in this make and model; 45 in the last 90 days; 15 in the last 30 days; 28,000 as pilot in command; 2,000 on instruments
- Last flight review: August 7, 2015
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Last inspection: condition inspection, July 9, 2015
- Maximum gross weight: 6,164 lb
- Seats: 1
- Landing gear: retractable
- Engine: Pratt & Whitney R-1830-75 (piston); 0 hours total
The flight
- Departed from: MAF Midland TX
- Destination: ABQ Albuquerque NM
- Flight plan: VFR
- Runway 34L, 9,501 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 18 knots, gusting 37
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 14°F (-10°C)
- Altimeter: 29.93 inHg
- Observation at 8:53 pm from KMAF, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Goodyear FG1D from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Personnel issues › Action/decision › Info processing/decision › Expectation/assumption › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 22,081 hours in all; 251 in this make and model; 28 in the last 90 days; 7 in the last 30 days; 21,066 as pilot in command
- Last flight review: October 1, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 1,963 hours
- Last inspection: condition inspection, July 9, 2015
- Maximum gross weight: 12,500 lb
- Seats: 1
- Landing gear: fixed
- Engine: Pratt & Whitney R-2800 (piston); 0 hours total
The flight
- Departed from: MAF Midland TX
- Destination: ABQ Albuquerque NM
- Flight plan: VFR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N8280K the same tail number, which may have belonged to a different aircraft at the time
1984-08-01DEN84LA246 · accident near Bountiful, UT · substantial damage · no injuries
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.