Bellanca 7KCAB accident near Oakridge, Oregon, September 18, 1997
On September 18, 1997 at about 11:20 pm local time, a Bellanca 7KCAB, registered N8509, was destroyed in an accident near Oakridge, Oregon. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The first pilot's decision to perform a low altitude maneuver, and his subsequent failure to maintain altitude and clearance from trees during a low altitude maneuver.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 18, 1997 · about 11:20 pm local time
- Place
- Oakridge, Oregon · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7KCAB · all 7KCABs on the register
- Registration
- N8509 · no longer on the register · serial 348-73
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The first pilot (commercial pilot and CFI) invited the second pilot (private pilot) to fly with him on a personal flight in a tandem-seated aerobatic airplane. The first pilot sat in the rear seat behind the second pilot. During the flight, the airplane was observed to fly about 10 feet above a lake. The airplane was then observed to begin a climb over a dam and perform a barrel roll about 100 feet above the dam. During the maneuver, the airplane descended into tall trees that were located on a hillside near the lower, dry section of the dam. The engine was operating under power at the time of impact. An examination of the wreckage and the engine did not reveal any preimpact mechanical malfunctions. An investigation revealed that the first pilot had a recent history of performing low altitude aerobatic maneuvers. He also had a recent history of performing the maneuvers himself when he took passengers or other pilots with him. No evidence was found in the autopsies to indicate that anyone other than the first pilot was manipulating the controls at impact.
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; instructor: instrument airplane; instrument: airplane
- Flight time: 3,500 hours in all; 115 in the last 90 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,525 hours
- Last inspection: 100-hour inspection, July 1, 1997; 25 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-320-B2A (piston); 0 hours total
The flight
- Departed from: EUG Eugene OR at 10:24 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 63°F (17°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 11:05 pm from EUG, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.