Bellanca 7GCBC accident near Anchorage, Alaska, July 2, 2005
On July 2, 2005 at about 3:35 am local time, a Bellanca 7GCBC, registered N88110, was substantially damaged in an accident near Anchorage, Alaska (Lake Hood Seaplane Base airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed during takeoff initial climb, which resulted in a loss of control and subsequent uncontrolled descent into a lake. A factor contributing to the accident was an inadvertent stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 2005 · about 3:35 am local time
- Place
- Anchorage, Alaska · Lake Hood Seaplane Base · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7GCBC · all 7GCBCs on the register
- Registration
- N88110 · registry record · serial 725-74
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private certificated pilot was conducting a personal flight under Title 14, CFR Part 91, and was performing a glassy water takeoff toward the west from a lake in a float-equipped airplane. He reported variable winds from the north. The pilot said that during the takeoff, he lifted the left float out of the water, then the right float at 45 mph, and began a climb at 55 mph. He said that when the airplane reached about 50 feet, it began a "very fast uncommanded roll to the right, and control forces went to zero." The pilot also indicated there was no mechanical malfunction/failure, and the engine was producing power during the accident sequence. The airplane descended toward the water, and the right wing and right float assembly struck the water and the airplane overturned. The pilot and passenger were both wearing inflatable jackets, and exited the airplane. An FAA airworthiness inspector examined the airplane as it sat on a trailer, after the pilot recovered and partially disassembled the airplane. The inspector reported that the airplane's flap handle was set at 10 degrees. The inspector did not indicate that he observed any mechanical malfunction. A METAR from the accident site included calm winds, and a temperature of 72 degrees F.
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: private
- Ratings: single-engine land; single-engine sea
- Flight time: 1,718 hours in all; 304 in this make and model; 20 in the last 90 days; 11 in the last 30 days; 1,657 as pilot in command
- Last flight review: June 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 2,050 hours
- Last inspection: annual inspection, May 1, 2005; 25 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: PALH Anchorage AK at 10:35 pm
- Destination: Sterling AK
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; a few clouds at 3,800 ft
- Temperature: 72°F (22°C), dew point 54°F (12°C)
- Altimeter: 29.70 inHg
- Observation at 10:57 pm from PALH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.