LAX00FA231

During an aerobatic maneuver, the airplane impacted level terrain while in a descending, steep bank, right turn. On a clear day, the renter pilot acquired a parachute from the flight school and departed with the intent of performing aerobatic maneuvers during his pleasure flight. He had recently received a promotion at work. There were no communications with the pilot after he departed the airport. His route of flight, maneuvers performed, and altitudes utilized could not be determined. The airplane was not transponder equipped. About 50 minutes after takeoff, a witness observed the airplane between 400 and 500 feet above ground level in a medium bank descending right turn. The bank angle increased to about 60 degrees, and the witness lost contact with the airplane when his view became obstructed by ground objects/terrain. The accident site was located the following day. Wreckage was observed fragmented over a 115-foot-long path. The pilot was found lap-belted and shoulder harnessed in his seat with a fully stowed parachute. The cockpit door's emergency release pin assembly, which when utilized separates the entire door from the fuselage, was found seated. No evidence of any preexisting mechanical malfunctions or in-flight part separations were detected during the subsequent wreckage examination. The pilot had no physical limitations or reported physiological impairments. No evidence of drugs was found in toxicological specimens. The airplane was FAA certificated in the acrobatic category and was designed to withstand 6 positive and 5 negative Gs. The adverse effects of acceleration-induced G-force to a pilot's physiology while maneuvering within this range have been documented by the FAA and other organizations. Identified possible impairments include reduced vision to loss of consciousness (G-LOC). The effects of G-LOC may last 30 seconds and result in a loss of airplane control. A pilot who has recently been exposed to elevated G-loads may have increased tolerance to its effect. The pilot's flight record logbook indicated that he had not flown the Decathlon or performed aerobatics in 5 months.

History of flight

On June 15, 2000, about 1225 Pacific daylight time, a Bellanca 8KCAB, N8659V, descended into terrain while maneuvering about 11 miles east-southeast of the Reid-Hillview of Santa Clara County Airport, San Jose, California. The airplane was destroyed, and the private pilot was fatally injured. Visual meteorological conditions existed, and no flight plan was filed for the local area personal flight, which was performed under 14 CFR Part 91. The airplane was operated by Amelia Reid Aviation, San Jose. The flight originated from the Reid-Hillview Airport about 1137.

The airplane's owner reported to the National Transportation Safety Board investigator that the pilot had rented the airplane from her flight school to perform a personal flight in which the pilot likely intended to practice aerobatic maneuvers. The pilot blocked time in the flight school's airplane rental log for a flight from 1100 to 1300.

The owner stated that, years earlier, she had instructed the pilot in the performance of aerobatic maneuvers. The pilot was authorized to take with him one of the flight school's parachutes while he practiced maneuvers. When he exited the school's office he had one of the parachutes with him. The owner also reported that the airplane's fuel tanks should have been about 3/4 full when the pilot departed.

The Federal Aviation Administration (FAA) reported that the airplane departed from the Reid-Hillview Airport using runway 31R. Thereafter, the pilot made a right downwind departure and exited the airspace to the southeast. There were no further radio communications with the pilot.

About 1225 a witness, who was at work in an office building (about 3/4 mile southwest of the accident site), reported that he observed the accident airplane maneuver seconds before it collided with the terrain. When he first observed the airplane it was only between 400 and 500 feet above the terrain. The witness stated that he is an avid pilot, and he also performs aerobatic maneuvers. According to the witness, he observed the airplane in a descending right turn with a bank angle that initially was about 40 degrees. The airplane's bank angle increased to over 60 degrees, whereupon obstacles and terrain blocked his view of the airplane. The witness estimated that the total length of time he observed the airplane before it disappeared behind the terrain was between 2 and 3 seconds. No smoke or fire was noted during the airplane's descent. The witness further estimated that the airplane was between 1/4 and 1/2 mile away from his location at the time of his observation. The witness provided the Safety Board investigator with a written statement and a drawing highlighting his observations of the airplane's flight path.

The following day, about 1000, workers in the vicinity of the accident site observed what they initially believed was a pile of rubbish. They proceeded to the site, and upon further exploration, observed evidence of the crashed airplane.

Personnel information

A review of the pilot's personal flight record logbook number two, covering the period from April 17, 1997, through June 3, 2000, indicated that he had logged a total of about 558.1 flight hours. Of this flight time, 22 hours were flown in the accident model of airplane.

The pilot had flown on 25 occasions during the 12-month period that preceded the accident flight. Of these flights, he listed "AKRO PRACTICE" on three occasions for a total of 3.4 hours. His most recently logged "AKRO PRACTICE" flight occurred about 5 months before the accident, on January 13, 2000. The flight was performed in the accident airplane.

Family members reported that on the night preceding the accident the pilot had retired at 2200, his customary time. He awoke the following morning between 0500 and 0600. The pilot did not manifest any unusual characteristics.

A review of the pilot's medical records provided by his personal physician did not reveal any medical appointments within several weeks of the accident. The pilot was not undergoing any known treatment.

Family members and work associates reported that the pilot was in excellent health. He did not take prescription or over the counter medication, and he did not have any physical impairments. The pilot exercised on a regular basis. The day preceding the accident flight the pilot had received a significant promotion at work.

Aircraft information

The FAA certificated the Bellanca, 8KCAB (Decathlon) airplane, in the acrobatic category. The FAA approved Airplane Flight Manual indicates that the airplane's structure was designed to withstand limit loads (the maximum loads to be expected in service, which is less than the ultimate load) of 6 positive and 5 negative Gs.

The airplane's owner reported that prior to her last flight in the accident airplane on June 12, she had completely topped off both of its fuel tanks. Thereafter, she flew the airplane for about 1 hour. During her flight all of the airplane's systems appeared to function normally. No binding of the controls or any mechanical problems were noted with the airplane. According to her fuel log record, no fuel was placed into the airplane before the accident flight. On this basis, she believes that at the time of the accident flight, the airplane's tanks were about 3/4 full, which corresponds to approximately 30 gallons of fuel.

The airplane was not equipped with a transponder. The airplane was equipped with a quick release mechanism to jettison the right side cockpit door. In part, the mechanism consists of a metal ring which, when pulled and an associated handle rotated, releases the entire door from the airplane.

The airplane's maintenance logbooks were reviewed by the FAA. The FAA reported that all required airworthiness directives had been complied with and were up to date.

Meteorological information

The pilot-witness, who reported being located near the accident site, indicated that at the time of his observations the sky was clear. The wind was calm, and the temperature was about 92 degrees Fahrenheit.

Wreckage and impact information

The airplane wreckage was examined at the accident site, located on private property at UTC Pratt & Whitney Space Propulsion, Chemical Systems Division, 600 Metcalf Road, San Jose, California. The global positioning satellite coordinates for the initial point of impact (IPI) crater are about 37 degrees 13 minutes 53 seconds north latitude by 121 degrees 39 minutes 57 seconds west longitude.

Terrain surrounding the accident site principally consists of open dirt fields sparsely covered with native shrub-like vegetation. The site's elevation is estimated at 820 feet mean sea level. The distance between the IPI and the farthest airplane component found was about 115 feet. The principal axis of the wreckage distribution path was 190 degrees, magnetic.

Evidence demarking the initial point of impact (IPI) was noted by the formation of a 6 foot wide by 8 foot long oval shaped impact crater. The crater was approximately 3 feet deep and contained portions of airplane wreckage consisting principally of the propeller assembly and engine cowl fragments.

A few yards south of the IPI wood spar fragments from the destroyed right wing were found along with the right wing's separated lift struts. Between 10 and 50 feet south, a fuel line containing drops of fuel and additional fragments from the right wing were found. Between 75 and 100 feet farther south, the gascolator bowl attachment fitting, crushed right side door hinge, handle, and emergency release pin assembly were located. The outer 8-foot-long spanwise portion of the left wing with its intact wing tip was found with the main wreckage, which was upside down and oriented in a northerly direction.

The engine, devoid of one magneto and other accessories, was the component found farthest south fr