Champion 7GCBC accident near Fort Lauderdale, Florida, December 26, 1996
On December 26, 1996 at about 2:30 pm local time, a Champion 7GCBC, registered N7596F, was substantially damaged in an accident near Fort Lauderdale, Florida (North Perry airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Intentional aerobatics at too low an altitude that did not allow for recovery from an intentional maneuver. Contributing to the accident was the operation of the airplane at an overgross weight condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 1996 · about 2:30 pm local time
- Place
- Fort Lauderdale, Florida · North Perry · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Champion 7GCBC · all 7GCBCs on the register
- Registration
- N7596F · no longer on the register · serial 239-70
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot initiated a loop from an altitude of about 50 feet above ground level then failed to recover before impact with water. The left wing aft hinge attach hardware was not in place. No determination could be made as to when the hardware separated. The airplane was last inspected in accordance with an annual inspection 2.01 hours earlier and the airplane had been flown on three separate flights excluding the accident flight since the annual inspection was performed. None of the flights involved acrobatic maneuvers. The hardware is required to be inspected for condition and security during an annual inspection. Tension overload failure of the left aileron up cable was noted near the wing root area. Weight and balance calculations indicated that the airplane was over gross weight at the time of takeoff and at the accident. FAR'S indicate that aerobatic maneuvers are to be performed so completion occurs at an altitude at least 1,500 feet above ground level. The engine was started and found to operate normally.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 314 hours in all; 7 in this make and model; 2 in the last 90 days; 267 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 2,010 hours
- Last inspection: annual inspection, November 21, 1996; 2 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: HWO Hollywood FL at 2:09 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 140° at 10 knots
- Visibility: 15 statute miles
- Sky: scat at 2,500 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from HWO, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.