History of Flight
On June 1, 2014, about 1222 central daylight time, a Yakovlev Yak-55M airplane, N176FD, was substantially damaged when it impacted terrain during an aerobatic flight over the Stevens Point Municipal Airport, Stevens Point, Wisconsin. The airline transport pilot was fatally injured. The airplane was operated under 14 CFR Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local airshow demonstration flight, which departed about 1220.
The flight team manager reported that the flight began with the airplane rolling inverted shortly after liftoff and making a shallow inverted climb past show center. The airplane then rolled upright before turning away from show center. It continued climbing, turned back, and reentered the aerobatic box. The airplane rolled inverted and entered a 45° dive toward show center, then completed several descending aileron rolls before entering a near vertical climb. At the apex, it entered an inverted flat spin. The flight team manager noted that the pilot normally entered the spin at 3,000 ft agl and completed three rotations before recovering; on the accident flight, he appeared to enter the spin about 500 ft lower and complete more than three rotations before recovering into a dive. The airplane then pitched up and entered an aggressive left turn that resulted in an accelerated aerodynamic stall.
Ground-based video showed the airplane completed 3-1/2 rotations in the inverted flat spin before entering a near-vertical dive. It pitched up momentarily, then developed a rapid left roll, entering a nose-low descending left spiral that continued to ground impact.
Pilot Information
According to FAA records, the 47-year-old pilot held an airline transport pilot certificate with multiple ratings, including type ratings for Airbus A320, Boeing 757/767, McDonnell Douglas DC-9, and Douglas DC-3. He also held a glider rating. His last aviation medical examination was on March 24, 2014, issuing a first-class medical certificate with no restrictions. On September 16, 2013, he completed an evaluation flight and received a Statement of Aerobatic Competency. No previous accidents or enforcement proceedings were found. His last flight review was on May 12, 2014.
His pilot logbook showed a total flight time of 8,266.1 hours, with 3,628.5 hours as pilot-in-command. He had accumulated 107.6 hours in the accident airplane make/model. During the 8 months before the accident, he completed one aerobatic training flight in his authorized practice box, on May 28, 2014, in the accident airplane.
Aircraft Information
The airplane was a 1993 Yakovlev Yak-55M, serial number 930810, a single-place, single-engine aerobatic airplane with fixed conventional landing gear. It was powered by a 360-horsepower Vendeneyev M14P radial engine and a constant-speed three-blade MT-Propeller MTV-9-B-C propeller. The maximum allowable takeoff weight was 2,150 pounds. The airplane was issued an FAA experimental category airworthiness certificate for exhibition on December 7, 2010.
The most recent condition inspection was completed on September 29, 2013. At that time, the airframe and engine had 214.5 hours total time; the propeller had 51.4 hours. The last recorded maintenance was an engine oil change on May 22, 2014. Postaccident review found no unresolved airworthiness issues. The Hobbs meter was damaged, preventing a definitive reading.
Meteorological Information
At 1215, an automated surface observation at Stevens Point reported: wind 200° at 14 knots, gusting 21 knots; broken clouds at 2,900 ft and 3,600 ft agl; 10 miles visibility; temperature 26°C; dew point 19°C; altimeter 29.90 inHg.
Wreckage and Impact
The accident site was along a dirt road in a wooded area about 260 yards northeast of runway 30 threshold, elevation 1,095 ft. The main wreckage was upright, oriented northwest, with no appreciable debris path. Tree damage and lack of lateral debris were consistent with a near vertical impact. All structural failures were overstress separations; no fire occurred. Flight control continuity was confirmed. The engine was found in a 2.5-ft deep crater, partially attached to the firewall. Three cylinders had partially separated. Internal examination revealed no mechanical discontinuities. The No. 2 magneto sparked on all leads. All three propeller blades were fragmented, consistent with engine power at impact. No mechanical anomalies were found that would have precluded normal operation.
Medical and Pathological Information
An autopsy attributed the cause of death to multiple blunt-force injuries. Toxicology tests by the FAA Bioaeronautical Sciences Research Laboratory were negative for ethanol and all drugs and medications.
Tests and Research
A Garmin GPSMAP 396 recovered from the wreckage yielded data only from a previous flight; no data from the accident flight was found. A GoPro Hero 3+ camera recovered contained one video file of the accident flight, lasting 4 minutes 37 seconds, mounted on the glare shield facing aft. The video showed the pilot's head, torso, and controls; it also recorded audio. Analysis confirmed the pilot closed and locked the canopy before takeoff, and the controls moved in response to his inputs.
The video detailed the flight sequence, including the inverted spin entry, rotations, and recovery. At 04:34, as the airplane pitched up from a nose-low descent, an abrupt left roll developed without commanded aileron or rudder input. The pilot attempted to correct with right roll and reduced aft pitch, but the roll continued. At 04:37, the video ended with the airplane still airborne and rolling left; the final impact sequence was not recorded. The pilot's body positioning and control movements indicated he was conscious throughout the flight.