Reno Crash Update: Telemetry Data Emerges

Flutter is described as a self-feeding and potentially destructive vibration where aerodynamic forces on an object couple with a structure's natural mode of vibration to produce rapid periodic motion. These planes were not designed to go as fast as they sometimes go during all-out, top-speed races. They certainly were not tested with high-tech computer models utilizing CAD CAM and assembled with materials we have available today.

Disclaimer- I have never suffered flutter in my Skyhawk.

I've only seen a couple of still photographs of the accident aircraft. The first one was of the top of the aircraft after it had rolled inverted after the steep pull up. In that picture you can see the pilot's helmet through the canopy. The second picture was taken from the side of the aircraft just miliseconds before impact and there was no visible pilot or helmet through the side of the canopy. This tells me the pilot is incapacitated either from a heart attack or passed out (and slumped over) from the high G maneuver in turn 4, or from the steep climb. As reported, the last pilot that pulled up that hard and that quickly experienced 11 G's and blacked out, coming to at 9500' ASL and landing safely!

Firstly, my condolences to all who lost loved ones in this accident.
Photos taken just prior to impact seem to show no visible pilot, as previously mentioned, plus the mains appear fully retracted while the tail wheel is extended.
I don't imagine this is the primary cause of the accident, any suggestions on how this configuration came about and what effect would this have on the handling?

Another person has been added to the death toll (it's at 11 now).

G induced loss of consciousness (GLOC) depends not only on pulling high G forces but also on onset rate, time of exposure, and G tolerance of the pilot. It would appear that the onset rate was rapid. The exposure may have been very brief, or may have lasted from the pitch up to impact. F-16 pilots pull 9 G's for 20 seconds in the centrifuge, and longer in the aircraft. The pilots G tolerance was probably high to very high, he frequently pulled high G forces during air shows and racing. Age has nothing to do with G tolerance, it has to do with physical fitness and tolerance. Traditional G suits only provide 1/2 to 1 G of protection and that's thought go be more from having a barrier to strain your abdomen against than the squeezing of the abdomen, thighs and calves. Not wearing a G suit doesn't reduce tolerance to a dangerous degree.
It's a too early to speculate that he was GLOC 'd. In the pictures that many believe show his head forward, there's no proof that you're looking at his head and not the top of a HUD. The picture that shows no head/helmet may indicate that his seat collapsed which could be as consequential as GLOC. The tail wheel was extended, but was that because of G forces or the vibration caused by failure of the trim tab? There's several potential causes of the accident, some of which haven't been suggested in this or any other forum. Let's give the investigators time to accumulate all of the evidence before we jump to conclusions.

"We're not talking about people pulling planes out of a cow pasture, throwing a souped up engine in and going." LOL...sounds like what my late father used to do (except for the souped up engines)!

The elevater is directly conected to the "stick: in the cockpit. Fluter at those speeds can
cause the stick to beat the pilot to death in his seat.
Ergo, no signe of Tommy in the final photo.

Excellent and very logical comments by frits51. Flutter very likely at 500 mph pulling 2-3 G just making the turn, and add to this the accelerated airflow over the controls possibly becoming transonic since he likely had reached close to the limit of forward trim.
Later aircraft tended to have floating stabilizers eliminating the difference in angle of incidence between the wing and the tail and the pitch up problem inherant with that configuration.
When I was in my 20's I experienced a little over 7 G and it was bone crushing and there was no way I could not sustane it. I have sat in a P-51 and I appreciate the possibility that Mr. Leeward would have slumped forward over the joystick while unconcious under 11 G. Thanks for your insight frits51.

To anyone who does not understand flutter, just imagine a weather vane that is stable compared to a flag fluttering in the wind. When flutter happens on an aircraft wing, control surface or trim tab mechanical failure can happen fast and without warning.

GLOG is most certainly a resultant factor in the initial upward motion. As per other comments 11 G or so are regularly experienced by fighter pilots and red bull racers but pilots are conditioned to it and are prepared in advance for the onset of it and the control of it. Pilot condition/age may have a factor in recovery from this but is doubtfull for anyone judging from the timeline and speed of the accident. Flutter is also a high posibility with any aircraft including the modified GG pushed well above desgn limits constantly (Yes any aircraft even with floating tailplanes, and don't try it to prove me wrong either!). Yes the P-51 and other aircraft are excellent and cool but objectively I don't live with rose coloured glasses either and pretend it is bulletproof and can handle whatever it is "supposed" to be able to take. I would be very weary of news reports with sensationalism winning over fact every time. I and anyone can only make very limited judgement from what photos and video are posted on the internet. First it was seperation of the tab, the partial tab, then flutter, then the tailplane came off, then the pilot had a heart attack, then the plane was too old. Regarding age of the aircraft it would have been maintained and scrutinised better than the average car. When did you last check your pressure and the full condition of your car tyres and condition or leaks in you power steering and suspension? CNN, ABC, NBC, washington post etc pick your favourate story and quote it verbatim. Whatever can be determined by the NTSB and affiliated agencies will hopefully shed light of the probable or factual causes of this accident and recommended outcomes if any. Studying many aircraft accidents for years there are so may areas to investigate it takes ages and on many occasions there will be a lot of people who won't like the outcome. The only thing that some people can not get past is that even if someone made a legitimate mistake not deliberate or negligent it does not make them a lessor person. It just makes them human.