The preliminary report on the accident that killed aerobatic pilot Rob Holland has been released by the National Transportation Safety Board (NTSB).
On April 24 Holland, an award-winning aerobatic pilot, was flying his performance aircraft, an MX Aircraft tech PTY LTD MXS from Smyrna Airport (KMQY) in Tennessee, and was destined for Langley Air Force Base (KLF) in Hampton, Virginia, to perform in the Air Power Over Hampton Roads airshow scheduled for the following weekend. The show went on as scheduled, with a moment of silence to honor Holland.
- READ MORE: Airshow Pilot Rob Holland Killed in Accident
Holland held an airline transport pilot certificate with ratings for airplane single-engine land, airplane single-engine sea, airplane multiengine land, and gliders. He also held flight instructor and ground instructor certificates, had a reported 15,387 hours, and had won several aerobatic championships.
The airplane had been modified for aerobatics. Holland had worked with the manufacturer to modify the airplane to his specifications, which included installing an access hole on the left and right elevator to insert counterweights that could be used to adjust elevator “feel,” depending on the aerobatic routine he chose to perform. An aluminum threaded plug was used to access the counterweight hole.
The airplane’s most recent condition inspection was completed on March 3. The aircraft had a total airframe time of 1,062 hours.
The Accident
Around 11:30 a.m. EDT, Holland was cleared to land on Runway 08 at Langley. According to witness statements given to the NTSB, “the airplane made a normal approach to the runway, and when it was over the end of the runway, it leveled off about 50 [feet] above the runway and flew straight down the runway for several hundred feet. The airplane then ‘porpoised’ twice, pitched ‘straight up,’ rolled 90 [degrees] to the left and descended to ground impact.”
The aircraft came to rest in a grass ditch about 100 feet from the left side of Runway 08 and 500 feet beyond the approach threshold. All major components of the airplane were accounted for at the accident site.
The Details
NTSB inspection of the wreckage revealed the left elevator counterweight plug was not installed. It was located about 10 feet behind the wreckage in the grass. Dirt consistent with that found in the vicinity of the accident site was identified on the elevator, as well as in the counterbore and threaded area where the counterweight plug would have been installed. The counterweight plug threads were intact and also had dirt contamination consistent with that found on the elevator.
Additionally, about half of the circumference of the left elevator counterweight plug displayed gouging, and there was evidence of paint transfer.
The horizontal stabilizer structure adjacent to the elevator position where the counterweight plug would have been installed displayed dents and paint scrapes consistent with contact with the counterweight plug. Photos of the horizontal stabilizer structure adjacent to the left elevator counterweight plug show a dented washer and scrapes.
The left wing remained attached to the fuselage, although the outer section of the aileron was fractured at its hinge point. The right wing remained attached to the fuselage. The center fuel tank was breached, and both the left and right fuel tanks were empty. The empennage was intact and the left elevator was fractured off the outer hinge at the upper bracket that connected to the fuselage. The elevator trim tab was found in the full up position consistent with the aircraft trimmed for a nose down attitude.
The elevator was intact and remained attached. The rudder was intact, although the bottom of the control was crushed. The cockpit and instrument panel displayed impact-related damage, and several instruments were dislodged and located around the cockpit. The throttle grip was fractured off the side of the cockpit, and the control column was fractured off the bottom hinge point. The canopy was fractured into several pieces that were located around the main wreckage.
Flight control continuity was traced from the cockpit to the elevator and ailerons, and two of the three propeller blades were broken off at the hub, the rear part of the oil sump/air plenum were fractured, and the exhaust and intake tubes were crushed. The top two engine mounts were separated from the engine case.
NTSB investigators stated the top sparkplugs were removed and appeared normal as compared to the Champion Aviation chart AV-27, and when the engine crankshaft was rotated by hand, thumb compression was attained at all the cylinders and engine drivetrain continuity was confirmed throughout.
The weather at the time of the accident was reported as visual meteorological conditions (VMC).
The NTSB stresses that this information is preliminary, and the conclusion of the investigation with the probable cause of the accident is still many months away.
