ACRO E-mail Archive Thread: 8KCAB Super Decathlon Crash
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Thread: 8KCAB Super Decathlon Crash
Message: 8KCAB Super Decathlon Crash
Follow-Up To: ACRO Email list (for List Members only)
From: James Cherry <cherry at cadence.com>
Date: Wed, 19 Feb 1997 06:01:06 UTC
It looks like the CFI didn't pull back on the stick to break the spin. I wish the report included the fuel on board and pilot weights so we could compute the CG. From http://www.ntsb.gov/Aviation/SEA/97A037.htm Accident occurred DEC-14-96 at EAGLE POINT, OR Aircraft: Bellanca 8KCAB, registration: N278ML Injuries: 1 Fatal, 1 Minor. On December 14, 1996, about 1520 Pacific standard time, N278ML, a Bellanca 8KCAB Super Decathlon, operated by Skinner Aviation, Inc., Ashland, Oregon, impacted terrain during an uncontrolled descent near Eagle Point, Oregon, and was destroyed. Visual meteorological conditions prevailed and no flight plan had been filed. The certified flight instructor (CFI) was fatally injured. The student, who was a commercial pilot receiving aerobatic instruction at the time of the accident, bailed out of the airplane and suffered minor injuries. The local flight departed from Ashland about 1500 and was conducted under 14 CFR 91. According to the surviving pilot, the flight began after a "thorough" preflight briefing on loops, spins, and bail-out procedures. The engine run-up, takeoff, and climbout were "normal" with no problems noted. After the surviving pilot performed three normal spins and recoveries, the CFI attempted to demonstrate an inverted spin. The CFI first rolled the airplane into an inverted attitude about 7,200 feet in altitude. After maintaining inverted flight for "quite a while," the CFI "stalled" the airplane and added left rudder to initiate the inverted spin. The surviving pilot stated that the CFI asked him to "help me with the rudder" after the third revolution of the spin, at which time the surviving pilot noted that the right rudder pedal was full forward. The surviving pilot then pushed on the left rudder pedal, and the CFI said "not that rudder," at which time the right rudder pedal was moved to the full forward position. The surviving pilot also noted that the control stick was in the full forward position; he grabbed the stick and pulled it aft about four inches, and he did not feel any control force on it. He then released the stick and it fell to the forward position. He did not think the CFI was "on the stick" at the time. The surviving pilot also stated that the CFI decreased the engine power when initiating the inverted spin, and no additional power changes were perceived during the spin. The surviving pilot stated that he did not perceive any mechanical problems associated with the engine or the airplane during the flight. The CFI then ordered the surviving pilot to "bail out." The surviving pilot jettisoned the door, unlatched himself from his seat, and rolled onto the wing. He stated that the airplane's attitude was "fairly flat" and there was little wind force. He then parachuted to safety about 250 feet above the ground. An examination of the wreckage did not disclose any evidence of a flight control deficiency, in-flight structural failure, or engine malfunction. The wreckage was found in one piece, inverted, and with the rudder deflected to the right at maximum travel. The surviving pilot's parachute was found about 50 feet from the wreckage. The CFI was found strapped into the rear seat of the airplane.