Bellanca 7ECA and Mooney M20A accident near Chandler, Arizona, October 21, 2001
On October 21, 2001 at about 4:08 pm local time, 2 aircraft, Bellanca 7ECA (N2987Z) and Mooney M20A (N6049X), were involved in the same accident near Chandler, Arizona (Chandler Municipal airport). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The Bellanca pilot's failure to maintain directional control while taxiing due to his improper brake usage.
The Bellanca pilot's failure to maintain directional control while taxiing due to his improper brake usage.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2001 · about 4:08 pm local time
- Place
- Chandler, Arizona · Chandler Municipal · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bellanca 7ECA · all 7ECAs on the register
- Registration
- N2987Z · no longer on the register · serial 1246-78
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Mooney M20A · all M20As on the register
- Registration
- N6049X · registry record · serial 1640
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Bellanca 7ECA final · quoted from the NTSB record
A Bellanca and a Mooney were initially standing side-by-side at runway 04L's run-up area. The Bellanca pilot, having completed its pretakeoff check proceeded toward the runway's hold short lines. As the Bellanca began taxiing, the pilot failed to maintain directional control of the conventional gear airplane, and it veered left heading toward the standing Mooney. The Bellanca pilot was unable to regain directional control and he failed to aggressively apply brakes, which resulted in his impacting the Mooney's left wing. The subsequent examination of the Bellanca's directional control and braking system revealed no evidence of mechanical malfunction.
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 NTSB's narrative for the Mooney M20A final · quoted from the NTSB record
A Bellanca and a Mooney were initially standing side-by-side at runway 04L's runup area. The Bellanca pilot, having completed his pretakeoff check, proceeded toward the runway's hold short lines. As the Bellanca began taxiing, the pilot failed to maintain directional control of the conventional gear airplane, and it veered left heading toward the standing Mooney. The Bellanca pilot was unable to regain directional control and he failed to aggressively apply brakes, which resulted in his impacting the Mooney's left wing. The subsequent examination of the Bellanca's directional control and braking system revealed no evidence of mechanical malfunction.
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 for the Bellanca 7ECA from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 309 hours in all; 7 in this make and model; 7 in the last 90 days; 1 in the last 30 days; 236 as pilot in command
- Last flight review: November 15, 2000
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 3,896 hours
- Last inspection: 100-hour inspection, June 21, 2001
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: CHD Chandler AZ at 3:08 pm
- Destination: CHD AZ
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 130° at 3 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 25,000 ft; scat at 16,000 ft
- Temperature: 75°F (24°C), dew point 30°F (-1°C)
- Altimeter: 29.94 inHg
- Observation at 10:52 pm from IWA, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the Mooney M20A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 585 hours in all; 425 in this make and model; 71 in the last 90 days; 11 in the last 30 days; 482 as pilot in command; 59 on instruments
- Last flight review: October 3, 2001
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,997 hours
- Last inspection: annual inspection, March 9, 2001; 81 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: CHD Chandler AZ at 3:08 pm
- Destination: Chandler AZ
- Flight plan: none
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
Other NTSB records under N2987Z the same tail number, which may have belonged to a different aircraft at the time
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.