Bellanca 8KCAB accident near Long Beach, California, December 2, 2001
On December 2, 2001 at about 7:21 pm local time, a Bellanca 8KCAB, registered N50554, was destroyed in an accident near Long Beach, California. It was an instructional flight under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of aircraft control while maneuvering for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 2, 2001 · about 7:21 pm local time
- Place
- Long Beach, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 8KCAB · all 8KCABs on the register
- Registration
- N50554 · registry record · serial 542-79
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted the ocean in an uncontrolled descent after experiencing a loss of control while maneuvering. The certified flight instructor (CFI) demonstrated a 4-point roll and transferred control of the airplane to the pilot under instruction (PUI) so that he could demonstrate the maneuver. Shortly after transferring control, the airplane's nose pitched down 20-30 degrees. The PUI asked the CFI if he was causing the nose to pitch down, to which the CFI responded in the negative. The CFI attempted to correct the nose down pitch but the control stick had no effect and the trim would not budge. Both the CFI and the PUI bailed out of the airplane before it impacted the ocean. The airplane was not recovered, and the reason for the loss of control was not determined.
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
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 10,000 hours in all; 800 in this make and model; 180 in the last 90 days; 50 in the last 30 days
- Last flight review: June 1, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: serious injuries
Dual student
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 908 hours in all; 150 in this make and model; 7 in the last 90 days; 881 as pilot in command
- Last flight review: July 11, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,786 hours
- Last inspection: annual inspection, September 4, 2001; 40 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360-HIA (piston); 0 hours total
- Operator: Hart Air
The flight
- Departed from: LGB Long Beach CA at 6:35 pm
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 61°F (16°C), dew point 50°F (10°C)
- Altimeter: 30.10 inHg
- Observation at 7:45 pm from LGB
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.