History of Flight
On November 1, 2019, about 1310 eastern daylight time, a Grumman OV-1D (N10VD) was destroyed when it was involved in an accident near Stuart, Florida. The airline transport pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot informed his crew chief before departure that he would not attempt aerobatic maneuvers due to the cloud ceiling and windy conditions. The crew chief reported that the pilot's only reason to fly was to visually locate the aerobatic box for an upcoming airshow, intending to make a slow-speed low pass followed by a high-speed low pass and a normal landing. During taxi, the pilot performed a complete flight control check, and all flight controls appeared normal.
Automatic dependent surveillance-broadcast (ADS-B) data depicted the entire flight. Before departure, the pilot advised the airboss that he would perform a "low show." The airplane departed from runway 30. Witnesses observed the landing gear and flaps retract after takeoff. The flight climbed and deviated north of the runway, then made a climbing left turn described as a "dog bone" by one witness, followed by a descending left turn. The airplane proceeded north of the runway, turned right, flew parallel to the runway along the 1,500-ft show line, and descended to about 500 ft mean sea level. Near the midpoint of the runway, the pilot began a climbing left turn followed by a climbing right turn. A pilot-rated witness reported the airplane entered an approximate 15° climb, then pitch increased to at least 35° nose up, coinciding with a break in the weather.
Multiple witnesses consistently described the final portion of the flight. During the climbing right turn near the approach end of runway 30, the airplane banked to the right between 10° and 45° past 90°, characterized as "overbank." The airplane descended nose-low, with witnesses indicating it was accelerating while the pilot applied aft elevator control input. The turn radius decreased and the nose-low attitude continued until impact. Several witnesses reported the engines sounded normal, possibly at full power.
Fire rescue personnel responded immediately; a Quick Response Truck arrived in less than 1 minute, and the fire was under control within about 5 minutes.
Personnel Information
According to the pilot's statement of aerobatic competency, he was required to complete all maneuvers no lower than 250 ft. The date of his last performance or practice was August 31, 2019. The airshow waiver required documentation of performing or practicing within the previous 15 days. The pilot's most recent FAA second-class medical certificate was issued on October 25, 2019, on which he reported 8,000 total flight hours with 225 hours in the previous 6 months, and no medical conditions or medication use.
Aircraft Information
The airplane was equipped with ejection seats and a manually jettisonable top canopy; the ejection seats were disabled. Earlier that day, a mechanic checked oil lines in the right engine compartment due to residual oil found by the pilot. The mechanic checked flexible lines and then closed the cowling; the pilot had added 1 quart of oil to the right engine.
Primary flight controls were controlled mechanically via control stick and rudder pedals. Hydraulically powered inboard ailerons were used for additional control during takeoff and landing and were inoperative when flaps were retracted. Trimming of secondary flight controls was manual via cable and drum system.
Wreckage and Impact Information
The airplane impacted the engineered material arresting system (EMAS) at the approach end of runway 30 on a magnetic heading of about 145°. Two distinct impact craters consistent with each propeller/engine were observed. Wreckage was noted on the EMAS and in grass north of the runway. The main wreckage, including the cockpit, section of left wing, and empennage, was located about 150 ft from the initial impact point. The energy path between initial impact and main wreckage was oriented on a magnetic heading of 055°.
Examination revealed extensive impact damage. The cockpit was destroyed by impact and postcrash fire. Both wings exhibited impact and/or fire damage. Landing gear and flaps were retracted. All flight control surfaces were connected or accounted for. Flight control system examination showed no evidence of preimpact failure or malfunction. The left elevator inboard edge exhibited static impact damage consistent with the elevator at about 8° trailing edge up (nose up). The elevator trim tab was slightly tab-trailing-edge down.
Both engines exhibited extensive impact damage with rotational scoring, but no evidence of preimpact failure or malfunction. Both propellers had similar damage with no preimpact failure or malfunction.
Additional Information
The airplane was fueled before departure with 214 gallons of Jet A with fuel system icing inhibitor. Samples from the fuel truck and farm showed no water contamination. A pilot who flew earlier that day using the same fuel truck reported no fuel-related issues.
A camera captured the final portion of the flight. Video showed the airplane in a nose-low attitude with landing gear and left speedbrake retracted. Small black coloration was seen ahead of the left wing leading edge. The airplane was about 57 ft above the ground in one frame and in about a 60° nose-low and right-wing low attitude in the next frame before impact. No objects were seen around the airplane.
Medical and Pathological Information
Toxicology testing by the FAA Forensic Sciences Laboratory detected ethanol in the pilot's liver, muscle, and kidney tissue at 0.626 gm/hg, 0.047 gm/hg, and 0.010 gm/hg, respectively. Ethanol was not detected in brain or lung tissue. N-propanol, isopropanol, and acetone were detected in various tissues. The submitted tissue samples exhibited putrefaction. Rosuvastatin (cholesterol medication) and citalopram (antidepressant) and its metabolite were detected in liver and muscle. Toxicology by the medical examiner was negative for ethanol and drugs of abuse in liver tissue; citalopram and caffeine were detected.
Ethanol is a social drug that impairs judgment and psychomotor functioning. Postmortem ethanol production can occur due to microbial activity, especially with extensive trauma. Citalopram carries a warning that its use may impair mental or physical ability for hazardous tasks.