Bellanca 7ACA accident near Fairhope, Alabama, August 18, 2017
On August 18, 2017 at about 11:09 pm local time, a 1971 Bellanca 7ACA, registered N9176L, was substantially damaged in an accident during takeoff near Fairhope, Alabama (H L Sonny Callahan airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power for reasons that could not be determined because postaccident examination and a test run of the engine did not reveal any evidence of mechanical malfunctions or failures that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 2017 · about 11:09 pm local time
- Place
- Fairhope, Alabama · H L Sonny Callahan · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7ACA NO SERIES, built 1971 · all 7ACAs on the register
- Registration
- N9176L · registry record · serial 35-72
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot stated that he had already completed several landings and had just taken off and started a left crosswind turn about 500 ft above ground level when the engine lost total power. He immediately lowered the nose of the airplane, checked the fuel selector position, and applied carburetor heat. The engine restarted, and the pilot began a climb; however, the engine stopped running again, restarted, and then quit a third time. By this time, the pilot-rated passenger had taken control of the airplane and performed a forced landing to a field, which resulted in substantial damage to the fuselage and right wing. Postaccident examination of the airplane revealed that adequate fuel remained in both fuel tanks, and a test run of the engine showed that it ran through its entire power band without interruption. The examination did not reveal any evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. Although the weather conditions were conducive to the formation of carburetor ice at cruise/glide engine power settings, the airplane was operating at a high power setting; thus, it is unlikely that ice formed in the carburetor during takeoff.
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
- Loss of engine power (total) during takeoff defining event
- Loss of engine power (total) during emergency descent
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 341.7 hours in all; 3.2 in this make and model; 38 in the last 90 days; 275.3 as pilot in command
- Last flight review: September 22, 2015
- Medical certificate: Class 3
- Seat: frt
- Injury: minor injuries
Pilot-Rated Passenger
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 9,500 hours in all
- Medical certificate: Class 2
- Seat: rear
- Injury: serious injuries
The aircraft
- Airframe total time: 1,037.9 hours
- Last inspection: annual inspection, September 19, 2016; 29 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Continental Motors Inc C85-12F (piston); 229 hours total
The flight
- Departed from: PVT Daphne AL at 9:15 pm
- Destination: CQF Fairhope AL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 79°F (26°C)
- Altimeter: 29.97 inHg
- Observation at 11:15 pm from CQF, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on February 6, 2019. 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Written Statement - Pilot | PDF, 1 page | View Download |
| 3 | Record of Conversation - Pilot | PDF, 1 page | View Download |
| 4 | Written Statement - Pilot Rated Passenger | PDF, 1 page | View Download |
| 5 | FAA Inspector's Statement | PDF, 1 page | View Download |
| 6 | Record of Conversation - FAA | PDF, 1 page | View Download |
| 7 | Airplane Logbooks Excerpts | PDF, 3 pages | View Download |
| 8 | Carburetor Icing Probability Chart - FAA | PDF, 1 page | View Download |
| 9 | Photo - Airplane in the Field | PDF, 1 page | View Download |
| 10 | Evidence Control Form - Engine | PDF, 3 pages | View Download |
| 11 | Statement of Party Representatives to NTSB 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.