History of Flight
On January 16, 2015, at approximately 1120 eastern standard time, a Luscombe 8E, registration N1745K, was substantially damaged when it struck a field while on approach to Cameron Field Airport (GA81) in Fort Valley, Georgia. The flight instructor was fatally injured and the private pilot receiving instruction was seriously injured. Day visual meteorological conditions prevailed, and no flight plan was filed. The instructional flight was conducted under Part 91. The flight departed from Middle Georgia Regional Airport (MCN) in Macon, Georgia, about 1100. The purpose was to provide the private pilot with 1 hour of flight experience to satisfy insurance requirements.
A witness stated that the airplane approached runway 36 and appeared to "move a little up and down, like a boat on waves," as if "fighting the wind." The airplane then pitched steeply upward, rolled left, pitched steeply downward, and descended near vertically until impact.
According to the pilot receiving instruction, the flight instructor was demonstrating a simulated engine-out approach when the airplane "got too slow" and stalled. He reported no preimpact mechanical malfunctions with the airframe or engine.
Personnel Information
The flight instructor, aged 78, held a commercial pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane, and a flight instructor certificate for airplane single-engine and instrument airplane. His most recent FAA third-class medical certificate was issued June 2, 2014, with 7,350 total flight hours reported. His logbook was not located.
The private pilot receiving instruction, aged 52, held a private pilot certificate with ratings for airplane single- and multi-engine land, airplane single-engine sea, rotorcraft-helicopter, glider, and instrument airplane. His most recent FAA third-class medical certificate was issued November 26, 2013, with 1,288 total flight hours. His logbook showed no flight hours in the same make and model as the accident airplane.
Aircraft Information
The two-seat, high-wing, tailwheel airplane was manufactured in 1946. It was powered by an 85-horsepower Continental Motors C-85-12F engine with a two-blade fixed-pitch propeller. No stall warning device was installed, nor was one required. The most recent annual inspection was completed July 1, 2014, at an airframe total time of 2,299 hours. At that time, the engine had accumulated 2,793 total hours (582 since overhaul). The airplane had flown 30 additional hours since that inspection.
Meteorological Information
The 1115 recorded weather at Perry-Houston County Airport (PXE), Perry, Georgia, 4 miles southeast of the accident site, included clear skies, wind from 330 degrees at 6 knots, and 10 statute miles visibility.
Wreckage and Impact Information
The accident site was in a peanut field about 300 feet south of the turf runway threshold, about 100 feet to the right of the extended centerline. The wreckage path began with a ground scar containing fragments of a red navigation light lens, oriented 010 degrees magnetic, about 30 feet long, ending at the main wreckage. All major components were accounted for. The airplane came to rest on its right side, with both wings partially separated. The empennage was buckled aft of the rear window and displaced left. Flight control continuity was confirmed. Both seatbelts were intact and secured; the airplane had no shoulder harnesses, and none were required.
The engine was turned by hand, showing continuity from propeller to accessory section. Valve action was confirmed on all cylinders, both magnetos produced spark on all leads, and thumb compression was confirmed on all cylinders. Both wing fuel tanks contained fuel similar to 100LL aviation fuel; the quantity was not determined.
Additional Information
The airplane was equipped with a Narco ELT 10 emergency locator transmitter, which did not activate during the accident. The unit's internal antenna could be extended manually. When installed, the ELT connected to an airframe-mounted antenna via a coaxial cable; a small insulator activated/selected the airframe antenna. The insulator was found out of place and hanging on the cable, deactivating the airframe antenna. The ELT operated normally when switched on, but did not activate by impact when tested manually for reasons unknown.
Medical and Pathological Information
An autopsy performed by the Georgia Bureau of Investigation listed the cause of death for the flight instructor as multiple blunt force trauma. Toxicological testing by the FAA's Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, ethanol, and drugs.