Bellanca 7ECA accident near Livermore, California, August 21, 1999
On August 21, 1999 at about 11:30 pm local time, a Bellanca 7ECA, registered N88408, was substantially damaged in an accident near Livermore, California (Livermore 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
The failure of the no. 3 cylinder exhaust valve due to the operator's failure to adhere to recommended overhaul periods set by the engine manufacturer. A factor in the accident was the operator's failure to comply with the manufacturer's mandatory service bulletin.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 21, 1999 · about 11:30 pm local time
- Place
- Livermore, California · Livermore Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7ECA · all 7ECAs on the register
- Registration
- N88408 · registry record · serial 1062-75
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff initial climb a partial loss of power was experienced, with the rpm's decreasing to 1,500 accompanied by roughness. The CFI took the controls from the student, made a 180-degree turn back to the runway, and landed hard on a taxiway. Both pilots indicated that there were no discrepancies noted with the preflight, engine start, taxi, or run-up. During the engine examination the number 3 exhaust valve was found broken, and the head found embedded in the piston. A review of the engine logbook revealed that the engine had accumulated 3,711.0 hours since the last major overhaul, which took place on November 30, 1993. According to the engine manufacturer, 2,400 hours or 12 calendar years is the maximum recommended time between overhaul. A Lycoming Mandatory Service Bulletin addresses the need to inspect exhaust valves and valve guides to prevent sticking and possible failure due to excessive guide wear. The bulletin recommends an inspection at 400-hour intervals. No record was found in the logbooks of compliance with the bulletin.
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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,800 hours in all; 600 in this make and model; 120 in the last 90 days; 40 in the last 30 days; 2,600 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Last inspection: 100-hour inspection, August 12, 1999
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C1 (piston); 0 hours total
- Operator: Attitude Aviation
The flight
- Departed from: LVK at 11:19 pm
- Flight plan: none
- Runway 25R, 5,255 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 11:53 pm from LVK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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 N88408 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.