Bellanca 8KCAB accident near Miami, Florida, June 11, 1995
On June 11, 1995 at about 2:04 pm local time, a Bellanca 8KCAB, registered N7631S, was substantially damaged in an accident near Miami, Florida (Kendall-Tamiami Executive airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
TOTAL BLOCKAGE OF THE AIR INDUCTION AT THE SERVO FUEL INJECTOR BY PAPER FROM AN UNDETERMINED SOURCE AND INADEQUATE MAINTENANCE SERVICING BY OTHER MAINTENANCE PERSONNEL. CONTRIBUTING TO THE ACCIDENT WAS UNSUITABLE TERRAIN ENCOUNTERED BY THE PILOT DURING THE FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 1995 · about 2:04 pm local time
- Place
- Miami, Florida · Kendall-Tamiami Executive · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 8KCAB · all 8KCABs on the register
- Registration
- N7631S · no longer on the register · serial 247-76
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT DURING CRUISE FLIGHT, SHORTLY AFTER ACTIVATION OF THE ALTERNATE AIR CONTROL, THE ENGINE LOST POWER AND ATTEMPTS TO RESTORE POWER WERE UNSUCCESSFUL. THE PILOT EXECUTED A FORCED LANDING ON A ROAD AND DURING THE LANDING ROLL, THE RIGHT WING OF THE AIRPLANE COLLIDED WITH A VEHICLE AND A TREE. EXAMINATION OF THE AIR INDUCTION SYSTEM REVEALED A PIECE OF PAPER IN THE SERVO FUEL INJECTOR AIR INLET. THE ENGINE WAS PLACED ON A TEST STAND, THE PAPER WAS REMOVED, AND THE ENGINE WAS STARTED AND FOUND TO OPERATE TO NEAR FULL RATED RPM. THE ONLY DISCREPANCY NOTED WAS EXCESSIVE MAGNETO DROP WHEN OPERATING ON THE RIGHT MAGNETO. THIS WAS DUE TO A BROKEN SLEEVE (INSULATOR) OF ONE OF THE IGNITION LEADS. REVIEW OF THE ENGINE LOGBOOK REVEALED THAT THE SERVO FUEL INJECTOR WAS REMOVED ON MAY 8, 1995, AND REINSTALLED 20 DAYS LATER. THE AIRPLANE HAD BEEN OPERATED FOR ABOUT 3.8 HOURS SINCE THE SERVO FUEL INJECTOR HAD BEEN REINSTALLED.
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; instructor: instrument airplane; instrument: airplane
- Flight time: 1,982 hours in all; 68 in this make and model; 46 in the last 90 days; 18 in the last 30 days; 1,772 as pilot in command; 973 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 1,750 hours
- Last inspection: annual inspection, December 3, 1994; 53 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-320-E1B (piston); 0 hours total
The flight
- Departed from: OPF at 1:40 pm
- Destination: TMB
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 120° at 6 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 2:11 pm from TMB, 5 miles away
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.
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.