Bellanca 7ECA accident near Lino Lakes, Minnesota, August 14, 2016
On August 14, 2016 at about 7:20 pm local time, a 1979 Bellanca 7ECA, registered N50437, was substantially damaged in an accident during takeoff near Lino Lakes, Minnesota (Surfside Airport). It was an instructional 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
A partial loss of engine power due to the formation of carburetor ice, which resulted in reduced climb capability and impact with vegetation and terrain during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2016 · about 7:20 pm local time
- Place
- Lino Lakes, Minnesota · Surfside Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7ECA, built 1979 · all 7ECAs on the register
- Registration
- N50437 · registry record · serial 1336-80
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot and flight instructor were performing a recurrent training flight in the tailwheel-equipped airplane. Both pilots reported that the takeoff roll and acceleration on the 1,900-ft grass runway seemed normal. As the airplane approached the predetermined decision point, they decided to continue the takeoff. The airplane became airborne near the end of the runway, and the wheels contacted vegetation past the departure end. The airplane slowed, settled into a marshy area, and came to rest inverted. Postaccident examination of the airplane and engine revealed no mechanical malfunctions or failures that would have precluded normal operation. Review of the airplane's performance data indicated that, under the conditions present at the time of the accident, the airplane's ground run would be about 546 ft, and the distance to clear a 50-ft obstacle would be about 1,192 ft. However, review of carburetor icing probability charts indicated the potential for moderate icing at cruise power, and serious icing at descent power. The flight instructor reported that, during the takeoff roll, the carburetor heat was off. Thus, it is likely that carburetor ice accumulated during taxi and run-up before the takeoff, which resulted in a loss of engine power and reduced takeoff performance.
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
- Collision with terrain or object (not controlled flight into terrain) during takeoff
- Nose over/nose down during takeoff defining event
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Contributed to outcome
- cause Aircraft › Aircraft oper/perf/capability › Aircraft capability › Climb capability › Capability exceeded
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea; instructor: powered-lift; instrument: airplane
- Flight time: 625 hours in all; 35 in this make and model; 20 in the last 90 days; 3 in the last 30 days; 518 as pilot in command
- Last flight review: April 17, 2015
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
Pilot-Rated Passenger
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 7,842 hours in all; 375 in this make and model; 66 in the last 90 days; 22 in the last 30 days; 7,059 as pilot in command; 5,613 on instruments
- Last flight review: August 7, 2016
- Medical certificate: None
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 3,771 hours
- Last inspection: annual inspection, April 1, 2016; 43 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-235-K2C (piston); 3,770 hours total
The flight
- Departed from: MN24 Lino Lakes MN at 7:20 pm
- Destination: KOEO Osceola WI
- Flight plan: none
- Runway 04, 1,900 ft by 125 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 4,900 ft
- Temperature: 77°F (25°C), dew point 59°F (15°C)
- Altimeter: 30.05 inHg
- Observation at 7:45 pm from KANE, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on October 25, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | NTSB Form 6120.1-2, Pilot's Aircraft Accident Report | PDF, 9 pages | View Download |
| 2 | NTSB Form 6102.1-2, Instructor's Aircraft Accident Report | PDF, 9 pages | View Download |
| 3 | Pilot's Statement to FAA | PDF, 1 page | View Download |
| 4 | Instructor's Statement to FAA | PDF, 1 page | View Download |
| 5 | E-mail from Flight Instructor | PDF, 1 page | View Download |
| 6 | FAA Inspector's Report | PDF, 1 page | View Download |
| 7 | E-mail from FAA Inspector | PDF, 1 page | View Download |
| 8 | Carburetor Icing Probability Charts | PDF, 2 pages | View Download |
| 9 | Bellanca 7ECA Takeoff-climb Performance Chart | PDF, 1 page | View Download |
| 10 | Weather Reports and Records Pertinent to the Investigation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.