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Grumman OV-1 Crash at Stuart Airshow

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Grumman OV-1 Crash at Stuart Airshow

Old 4th Nov 2019, 22:58
  #21 (permalink)  
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Originally Posted by cappt
A steep dive with a noticeable pitch up around 100' followed by a a slight nose drop until ground contact.
I spoke to a friend who works in MX at SUA and was there when it happened. While he did not see it, those who did say the airplane simply nosed down from it's routine and crashed. No stall-spin, no slow flight, plane seemed to be at full power. Everyone who saw it said that they did not notice any attempt at recovery in either roll or pitch.
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Old 5th Nov 2019, 01:32
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Anyone know the Mohawk's G limits?
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Old 5th Nov 2019, 03:27
  #23 (permalink)  
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Why is he wearing an oxygen mask? Not throwing rocks, just curious. I'm assuming that may be ops normal for the aircraft?
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Old 5th Nov 2019, 04:16
  #24 (permalink)  
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Anyone know the Mohawk's G limits?
Plus four minus 1.6 in his configuration, 360 rolls permitted. Oddly enough it has severe wing drop at the stall clean, but docile when carrying stores. (Flight Manual)
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Old 5th Nov 2019, 05:14
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Why is he wearing an oxygen mask?
Probably the mic was incorporated in the mask helmet combination.
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Old 5th Nov 2019, 05:43
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Hi cujet, your pain is obvious through your posts, I hope it can get better in time, please keep us updated with what you find out. I never met Dr Joe but tried (unsuccessfully) to co ordinate my last few visits to the US with his schedule so we could talk Mohawk stuff.
Regards Paul in Oz
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Old 6th Nov 2019, 12:45
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Link below claims to be the film of final few seconds
Flight path basically as previous poster described

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Old 6th Nov 2019, 23:52
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Originally Posted by Cubs2jets
I'm interested in the history of the airplane. In the last 15 years I'm only aware of 3 potentially flyable OV-1 Mohawks. 2 with the (now closed) Carolinas Aviation Museum in Charlotte, NC and one with the (now closed) American Wings Air Museum in Minnesota. Does anybody know if this plane was one of these or another OV-1 brought back to life?


There are 2 OV-1's on the ramp at San Marcos Texas (KHYI) and I believe they are the parts ships for one being built to fly at the same location. I don't have any further info than that.
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Old 6th Nov 2019, 23:53
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Originally Posted by dsc810
Link below claims to be the film of final few seconds
Flight path basically as previous poster described

I think that video is the one already referred to, except that it has been stretched horizontally (judging by the aircraft nose in the foreground) and so misrepresents the flight path.
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Old 19th Nov 2019, 19:45
  #30 (permalink)  
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NTSB Preliminary Report:

National Transportation Safety Board
Aviation Accident Preliminary Report

Stuart, FL
Accident Number:
Date & Time:
11/01/2019, 1310 EDT
1 Fatal
Flight Conducted Under:
Part 91: General Aviation - Air Race/Show

On November 1, 2019, about 1310 eastern daylight time, a Grumman OV-1D, N10VD, registered to MD Aviation Limited, impacted near the approach end of runway 30 at Witham Field (SUA), Stuart, Florida. The airline transport pilot was fatally injured and the airplane was destroyed by impact forces and a postcrash fire. The airplane was being operated under the provisions of Title 14 Code of Federal Regulations Part 91 as an airshow demonstration flight at the 2019 Audi Stuart Airshow. Visual meteorological conditions prevailed at the time and no flight plan was filed for the local flight that originated about 1307.

The pilot was scheduled to perform a 12-minute routine that day. Personnel interviewed by NTSB reported differing number of passes performed after takeoff.

The person who was acting as crew-chief, and whom had accrued about 880 hours in the same make and model airplane during military conflict, reported that the pilot informed him and another individual before departure that no acrobatic maneuvers were to be performed due to the ceiling and wind conditions. The crew-chief stated that the pilot's, "…only reason to fly was to visually locate the acrobatic box so he would be ready [for] the show on Saturday. His intent was to make a slow speed low pass followed by a high speed low pass and a normal landing to a full stop." The crew-chief observed the pilot perform a check of all flight controls, flaps, and speed brakes while taxiing to takeoff adding all appeared to move and work normally. He reported that from his vantage point on the last pass when turning from base leg of the airport traffic pattern onto final leg of the airport traffic pattern, it appeared the bank angle exceeded 90. The airplane then did a rapid right roll to an inverted position, and the nose dropped to what appeared to be 45 nose down followed by impact and fireball. He added that he did not see the speed brakes deploy or the landing gear extend.

An airshow performer who was about 2,150 ft north-northwest of the accident site reported that after departure from runway 30, the airplane began to climb, followed by a "dog leg" to the left followed by a right turn to enter the aerobatic box. The airplane then descended or dove in, and when near the approach end of runway 30, began to climb. He then diverted his attention, and when he looked back, the airplane was near the approach end of runway 30, facing approximately down runway 34, "overbanked" about 100 to the right. He then saw the airplane in a nose low attitude pulling, which continued until he lost sight. He added that the engines sounded like they were at full power. He heard the impact and then saw smoke.

Another witness, who was also an operations inspector with the Federal Aviation Administration, and who was standing near show center (about 3,770 ft northwest of the accident site) reported seeing the airplane flying inverted in a nose level attitude heading in a southeasterly direction. She looked to another inspector briefly, then observed the airplane in a 45 nose-down attitude "spiralling" to the right, providing a view of the upper part of the airplane. She did not see the impact, nor did she see any smoke trailing the airplane, or see components of the airplane separate. She thought the airplane was accelerating (consistent with power) or at least maintaining a constant rate during the descent, indicating to her that it was not decelerating.

A pilot-rated witness who was 15 ft above ground level on the Air Boss stand, which was located about 3,700 ft northwest of the accident site, reported hearing the pilot announce on the radio he would do a "low show"; the pilot sounded calm during that transmission. At that time the ceiling was ragged and moving to scattered at 1,600 ft. The pilot was setting up for his last pass and flew parallel to the runway 12 showline. The pilot then initiated a climb at the west end of the field achieving about 15 of pitch, which he held for a few seconds, then the pitch increased to 35. At that time the witness saw blue sky behind the airplane. The blue sky remained, then while at 1,000 to 1,300 ft above ground level (agl), he noted a "crisp" right roll to 135 of bank which was stabilized. The airplane continued the brisk pull as it approached 180 of bank; the speed increased and the turn radius decreased. After completing 170 of heading change, while at 500 feet agl, the witness did not notice any wing rock or longitudinal change. The engines sounded fine to him. He did not see any attempt to unload the wings. During the last 200 ft of descent, the rotation rate increased slightly.

Airport security video depicted the final portion of the flight. A review of the provided video revealed that immediately before impact, the airplane was in about a 60 nose low and right wing low attitude. The video depicted the bottom and left side views of the airplane. The landing gear and left speedbrake were retracted, and all three vertical stabilizers were visible. The positions of the left aileron, left elevator, and rudder flight control surfaces could not be accurately determined.

The airplane impacted onto the Engineered Materials Arresting System (EMAS) at the approach end of runway 30. The wreckage was recovered for further examination.

At 1312, a surface weather observation taken at SUA reported wind 360 at 10 knots with gusts to 16 knots, 7 miles visibility, scattered clouds 1,300 feet, broken clouds 1,500 feet, temperature 28C, dew point 23C, and an altimeter setting 30.08 inches of mercury.

Aircraft and Owner/Operator Information
Aircraft Make:
OV-1 D
Aircraft Category:
Amateur Built:

On file
Operating Certificate(s) Held:
Meteorological Information and Flight Plan
Conditions at Accident Site:
Visual Conditions
Condition of Light:
Observation Facility, Elevation:
SUA, 16 ft msl
Observation Time:
1312 EDT
Distance from Accident Site:

Temperature/Dew Point:
28C / 23C
Lowest Cloud Condition:
Scattered / 1300 ft agl
Wind Speed/Gusts, Direction:
10 knots / 16 knots, 360
Lowest Ceiling:
Broken / 1500 ft agl
7 Miles
Altimeter Setting:
30.08 inches Hg
Type of Flight Plan Filed:
Departure Point:
Stuart, FL (SUA)
Stuart, FL (SUA)
Wreckage and Impact Information
Crew Injuries:
1 Fatal
Aircraft Damage:
Passenger Injuries:
Aircraft Fire:
Ground Injuries:
Aircraft Explosion:
Total Injuries:
1 Fatal
Latitude, Longitude:
27.176111, -80.212500
Administrative Information
Investigator In Charge (IIC):
Timothy W Monville
Additional Participating Persons:
Alexander R Munoz; FAA/FSDO; Miramar, FL

Dana S Metz; Honeywell; Phoenix, AZ
The NTSB traveled to the scene of this accident.

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Old 20th Nov 2019, 13:12
  #31 (permalink)  
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He seemed like such a nice guy in the interview. So sad when these things happen. But unfortunately, it appears to have the hallmarks of another of a long list of persons going beyond their limits. Give yourself some margin for your inevitable mistakes.
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Old 20th Nov 2019, 13:30
  #32 (permalink)  
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Originally Posted by megan
Plus four minus 1.6 in his configuration, 360 rolls permitted. Oddly enough it has severe wing drop at the stall clean, but docile when carrying stores. (Flight Manual)
I saw the 2017 display video first and found it odd that he did that with those big droptanks (?) but now that makes sense.
Wonder if he was carrying them during this session, especially as he didn’t mean to do aero’s.
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