On December 16, 2015, at 0935 eastern standard time, a Cirrus SR20, N614CD, was substantially damaged during impact with terrain, after deployment of the Cirrus Airplane Parachute System (CAPS), following a loss of control near Charles Town, West Virginia. The flight instructor and student pilot were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the instructional flight that departed Leesburg Executive Airport (JYO), Leesburg, Virginia, about 0915, destined for Winchester Regional Airport (OKV), Winchester, Virginia. The airplane was operated by Atlantic Airways under the provisions of Title 14 Code of Federal Regulations Part 91.According to the flight instructor, the training flight was planned to include slow flight, stalls, simulated engine failure, and landings. The student pilot was at the controls for the duration of the flight. The takeoff and climb out were normal, and after climbing to a suitable altitude they practiced slow flight before transitioning to a power-off stall exercise. They began the exercise with a descent and increased airspeed to 75 knots, and upon reaching about 3,800 feet msl the student pilot reduced the power to idle, and began to pitch the nose up. Just after the airplane stalled, the student pilot began the recovery. As the airplane pitched downward, it also rolled to the right. The instructor felt the student pilot input left rudder (the flight instructor had his feet on the rudder pedals in order to monitor the student pilot's inputs) which initially reduced the roll, but then the airplane again rolled to the right and entered a spin. After about two rotations, the instructor activated the CAPS. The flight instructor reported at total flight experience of 1,747 hours; of which, 131 hours were in the same make and model as the accident airplane. The student pilot reported that he had not flown for about 2 months and the lesson plan for the day was to practice maneuvers, followed by takeoffs and landings. He first practiced slow flight with flaps fully extended and the stall horn sounding. He then performed a power-off stall by slowly elevating the nose until the airplane stalled. The airplane banked to the right and the student pilot let go of the stick while applying full left rudder. The airplane then rolled over to the right and began to spin nose down. The student pilot added that he had practiced turning stalls on at least two previous occasions in a Cessna 172 and that airplane was easily returned to straight and level flight by applying opposite rudder, full power and neutralizing the ailerons. The Cirrus began to spin so quickly that it seemed like something broke. The student pilot reported a total flight experience of 81 hours; of which, 19 hours were in the same make and model as the accident airplane. The student pilot had flown 1 hour during the 90-day period preceding the accident. The airplane descended under canopy into a wooded area and came to rest in an approximate 30 degrees nose down and 45 degrees left wing down attitude. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed substantial damage to the right wing leading edge, the nose landing gear, and the right elevator. Flight control continuity was established from the cockpit controls to the control surfaces. The flap control was found in the 50% indicated position, and the flaps were partially deployed. The parachute remained attached to the airplane through its harness, and the canopy remained in the trees. Further examination of the wreckage by an FAA inspector and representative from the airplane manufacturer did not reveal any preimpact mechanical malfunctions with aileron and roll trim control, elevator and pitch trim control, or rudder and rudder-aileron interconnect. The roll trim motor was in an approximate neutral roll trim position. The pitch trim motor was in a slight nose-up pitch trim position. The rudder-aileron interconnect bungie was positioned evenly in the rudder-aileron interconnect arm bungie clamp and evenly spaced between the two cable clamps near the swage of the cable terminal on each end of the right aileron cable turnbuckle. Prior to the accident flight, the airplane was last flown on December 12, 2015, by the chief flight instructor for the operator. He reported that the previous flight was an instructional flight that included both power-on and power-off stalls. The chief flight instructor added that he did not notice anything unusual about the airplane or its handling characteristics during that flight. The primary flight display, autopilot computer, and a memory card from the multifunction display were sent to the National Transportation Safety Board Vehicle Recorders Laboratory, Washington, D.C., for data recovery. The data was plotted and also used for an animation of the stall preceding the spin. Review of the plots and animation revealed that there was right yaw prior to the stall.