History of Flight
On December 21, 2009, at 1304 eastern standard time, a Czech Aircraft Works Sportcruiser special light sport airplane, N524SC, operated by Tidewater Flight Center, was substantially damaged during collision with trees and terrain following an inadvertent spin and dive recovery near Suffolk, Virginia. The certificated private pilot sustained minor injuries, and the certificated flight instructor was seriously injured. Visual meteorological conditions prevailed. The local instructional flight originated at Chesapeake Regional Airport (CPK) at 1245 and was conducted under 14 CFR Part 91.
According to the pilot and instructor, the purpose was to “check out” the pilot in the Sportcruiser. After departure, the pilot flew to the training area to perform basic maneuvers. While at about 2,500 feet mean sea level, the pilot initiated a power-off stall. At the onset, he added power, the airplane yawed left, he applied right rudder, and the airplane “snapped into a tight spin to the left.” The instructor suggested the stall; she observed the aircraft veering left. The instructor announced she had the controls, verbalized recovery inputs, but the airplane continued spinning and losing altitude. It eventually stopped spinning, but during post-spin dive recovery, it struck trees and terrain, coming to rest inverted. Both described the spin entry as a “surprise” and handling characteristics as “touchy” and “sensitive,” yet “mushy” during slow flight.
Personnel Information
The pilot held a private pilot certificate with single-engine land rating, last medical February 26, 2008. He reported 99 total flight hours with no prior experience in accident airplane make and model. The flight instructor held a commercial pilot certificate and flight instructor certificate with single-engine land and instrument ratings, last medical July 11, 2008. She reported 470 total hours, with 20 hours in accident airplane make and model.
Aircraft Information
The airplane was manufactured in 2007 and had accrued 868 total aircraft hours. Its most recent conditional inspection was completed November 17, 2009 at 826 hours. As of April 4, 2009, Czech Sport Aircraft owned design rights and provided airworthiness support for SportCruisers built by Czech Aircraft Works. On January 19, 2010, the SportCruiser was renamed the PiperSport; later on January 13, 2011, Piper Aircraft terminated its licensing agreement and distribution returned to Czech Sport Aircraft.
Meteorological Information
At 1300, weather reported at CPK, 10 miles east of the site, included scattered clouds at 4,900 feet, wind from 280 degrees at 6 knots, visibility 10 miles, temperature 7°C, dew point -4°C, altimeter 30.09 inches of mercury.
Wreckage and Impact Information
Examination at the scene by an FAA inspector revealed substantial damage to the engine compartment and partial separation of the wings. The airplane was recovered on December 29, 2009; examination during recovery revealed no pre-impact mechanical anomalies.
Additional Information
The accident airplane was involved in a previous accident on December 23, 2008 (NTSB ID ERA09LA111). That investigation found discrepancies between actual, published, and placarded airspeeds, and an inaccurate calibrated-to-indicated airspeed chart in the Pilot Operating Handbook (POH). As a result, the pitot-static system was modified with an AVIATIK WA037383 probe, and the POH was republished with corrected airspeed data and a caution about probe validity. However, the airplane was returned to service before the factual report for ERA09LA111 and subsequent POH changes were published. Therefore, at the time of the second accident, the airspeed indicator markings were different from the manufacturer’s website and POH, and the color code markings were inaccurate. For example, the bottom of the white arc was about 5 knots too high, the top of the white arc was 10 knots too low, and the bottom of the green arc was about 3 knots too high. ASTM standards required all flight speeds presented as calibrated airspeeds, but the POH presented indicated airspeeds; stall speed and calibration data contained large differences (up to almost 20 knots). Similar airspeed inconsistencies were found during investigations of Zodiac CH-601XL structural breakups, leading to Safety Board recommendations to the FAA (A-09-36 and A-09-37). The source also references FAA advisory circulars and handbooks regarding torque effects and stall/spin recovery techniques.