Bellanca 8KCAB accident near Eagle Point, Oregon, December 14, 1996
On December 14, 1996 at about 11:20 pm local time, a Bellanca 8KCAB, registered N278ML, was destroyed in an accident near Eagle Point, Oregon. It was an instructional flight under general aviation rules (Part 91). 1 person was killed and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the first pilot (flight instructor) to initiate proper aircraft control, and his failure to perform the adequate remedial action to recover from an intentional inverted spin.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 14, 1996 · about 11:20 pm local time
- Place
- Eagle Point, Oregon · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 8KCAB · all 8KCABs on the register
- Registration
- N278ML · no longer on the register · serial 301-77
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aerobatics flight instructor (first pilot) intentionally entered an inverted left spin (using left rudder) to demonstrate the maneuver to his student (second pilot). The instructor was unable to recover from the spin after about 5 or 6 rotations, so he asked the student to help him. The student stated that he applied full right rudder and noted that it was already in the full right travel position. The student also stated that the instructor was probably not 'on the controls' at the time, and that engine power was reduced at spin initiation and did not change. The instructor subsequently told the student to bail out, which he did successfully about 250 feet above the ground. The airplane, with the instructor still strapped in the rear seat, impacted the ground and was destroyed. An examination of the wreckage did not reveal any preimpact mechanical deficiencies. The rudder was found in the full left (left pedal) position at the accident site, and one propeller blade exhibited damage typical with some applied power at impact. The instructor had about 18 hours of total time in type, and had not flown during the previous 30 days. The airplane was 52 pounds over gross weight at the time of accident.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 961 hours in all; 19 in this make and model; 40 in the last 90 days; 4 in the last 30 days; 877 as pilot in command; 420 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 3,064 hours
- Last inspection: annual inspection, February 21, 1996; 62 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360-H1A (piston); 0 hours total
- Operator: Skinner Aviation, INC.
The flight
- Departed from: S03 Ashland OR at 11:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 4 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 25,000 ft; not recorded
- Temperature: 45°F (7°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 11:50 pm from MFR, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.