On February 7, 2010, about 1250 eastern standard time, a Bellanca 7ECA, N1075E, was substantially damaged when it was struck on the ground by a Luscombe 8A, N2354K, at Franklin County Airport (18A), Canon, Georgia. The certificated private pilot of the Bellanca, and the certificated private pilot of the Luscombe, were not injured. Visual meteorological conditions prevailed at the time of the accident. The pilot of the Bellanca had not filed a flight plan for the intended personal flight, conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot of the Luscombe indicated that there was no intention for flight with his airplane. Use your browsers 'back' function to return to synopsisReturn to Query Page
The pilot of the Bellanca stated that he was sitting on the ramp after fueling and heard an engine "revving up." He looked up and saw the Luscombe coming towards him from the left. The pilot stated that he "went full throttle" and attempted to taxi out of the Luscombe's path, but the Luscombe was approaching too quickly.
According to the pilot of the Luscombe, he was not feeling well and intended to move his airplane from its parking location near the fuel pump, to another location on the airport. He stated that he chocked the left and right main landing gear and "hand-propped" the engine. The engine started at a "high speed, and the pilot attempted to hold onto the airplane's left wing strut. The airplane's right main landing gear "jumped" the chock, and the airplane began to "pivot" on the left main landing gear. The left main landing gear then “jumped the chock,” and the airplane's propeller struck the left wing of the Bellanca.
Examination of both airplanes by a Federal Aviation Administration (FAA) inspector revealed substantial damage to the left wing of the Bellanca. The Luscombe sustained minor damage to the propeller and engine cowling.
The pilot of the Luscombe held a private pilot certificate, with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued in April, 2009. He reported 881 hours of total flight experience; of which, 238 hours were in the accident airplane. His most recent flight review was conducted in February, 2009, in the accident airplane.
The nearest weather reporting station, located approximately 23 nautical miles northeast of the accident location, reported 10 statute miles visibility and few clouds at 3,200 feet about the time of the accident.
Review of the FAA Airplane Flying Handbook (FAA-H-8083-3A) revealed, "An engine should not be hand propped unless two people, both familiar with the airplane and hand propping techniques, are available to perform the procedure. The person pulling the propeller blades through directs all activity and is in charge of the procedure. The other person, thoroughly familiar with the controls, must be seated in the airplane with the brakes set…The procedure should never be attempted alone."