Amateur-built RV-6A and amateur-built RV-8 mid-air collision near Peru, Illinois, June 18, 2006
On June 18, 2006 at about 1:48 pm local time, 2 aircraft, amateur-built RV-6A (N86CG) and amateur-built RV-8 (N68LT), were involved in a mid-air collision near Peru, Illinois (Illinois Valley Regional airport). 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance with the lead airplane during the overhead recovery maneuver prior to landing.
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.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 2006 · about 1:48 pm local time
- Place
- Peru, Illinois · Illinois Valley Regional · map
- Type
- Accident · mid-air collision
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Amateur-built RV-6A
- Registration
- N86CG · registry record · serial 60135
- Damage
- Destroyed
- Flight
- Air show or air race flight · general aviation rules (Part 91)
- Aircraft 2
- Amateur-built RV-8
- Registration
- N68LT · registry record · serial 81164
- Damage
- Substantial damage
- Flight
- Air show or air race flight · general aviation rules (Part 91)
The NTSB's narrative for the amateur-built RV-6A final · quoted from the NTSB record
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.
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 amateur-built RV-8 final · quoted from the NTSB record
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.
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 amateur-built RV-6A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,446 hours in all; 597 in this make and model; 1,340 as pilot in command
- Last flight review: May 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,015 hours
- Last inspection: condition inspection, October 1, 2005
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: C77 Poplar Grove IL at 1:15 pm
- Destination: VYS Peru IL
- Flight plan: none
- Runway 18, 6,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 10 knots
- Visibility: 10 statute miles
- Sky: overcast at 9,500 ft
- Temperature: 72°F (22°C), dew point 68°F (20°C)
- Altimeter: 29.86 inHg
- Observation at 1:45 pm from VYS, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the amateur-built RV-8 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 19,785 hours in all; 534 in this make and model; 71 in the last 90 days; 24 in the last 30 days; 11,500 as pilot in command; 1,135 on instruments
- Last flight review: April 1, 2006
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 530 hours
- Last inspection: condition inspection, June 1, 2005
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Superflite IO-360-B35 (piston); 0 hours total
The flight
- Departed from: C77 Poplar Grove IL at 1:15 pm
- Destination: VYS Peru IL
- Flight plan: none
- Runway 18, 6,000 ft by 100 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.