Bellanca 7ECA accident near Delavan, Wisconsin, September 6, 2013
On September 6, 2013 at about 10:15 am local time, a Bellanca 7ECA, registered N86586, was substantially damaged in an accident during takeoff near Delavan, Wisconsin (Lake Lawn Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The collision with a hawk during the takeoff roll, which resulted in a loss of directional control, runway excursion, and subsequent noseover.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 2013 · about 10:15 am local time
- Place
- Delavan, Wisconsin · Lake Lawn Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7ECA · all 7ECAs on the register
- Registration
- N86586 · no longer on the register · serial 1005-74
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff roll, a hawk struck the airplane's windscreen and then struck the vertical stabilizer and rudder. The airplane veered to the right, exited the runway and nosed over. The airplane sustained substantial damage to the vertical stabilizer and rudder. A postaccident examination revealed that the hawk had lodged between the vertical stabilizer and rudder which interfered with the flight controls and deflected the rudder to the right. There were no preaccident mechanical malfunctions or failures with the airplane or engine that would have precluded normal operation.
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
What happened, in order
- Birdstrike during takeoff defining event
- Nose over/nose down during landing
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › Animal(s)/bird(s) › Effect on equipment
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
Pilot
- Certificate: airline transport pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,500 hours in all; 300 in this make and model; 250 in the last 90 days; 90 in the last 30 days; 1,700 as pilot in command
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,092 hours
- Last inspection: annual inspection, June 10, 2013; 10 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming 0-235 CI (piston); 489 hours total
- Operator: Stick & Rudder LLC
The flight
- Departed from: C59 Delavan WI at 10:15 am
- Destination: ENW Kenosha WI
- Flight plan: none
- Runway 36, 4,423 ft by 80 ft
Weather at the time
- Light: night
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 45°F (7°C)
- Altimeter: 30.22 inHg
- Observation at 10:15 am from BUU, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.