Bellanca 8KCAB accident near New Smyrna Bch, Florida, May 2, 1997
On May 2, 1997 at about 5:13 pm local time, a Bellanca 8KCAB, registered N5057F, was substantially damaged in an accident near New Smyrna Bch, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
an in flight loss of control for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 2, 1997 · about 5:13 pm local time
- Place
- New Smyrna Bch, Florida · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 8KCAB · all 8KCABs on the register
- Registration
- N5057F · no longer on the register · serial 545-79
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While circling flying southbound, the engine was heard to run for about 4-5 seconds then quit for about 2-4 seconds with the cycle repeated. An approximate 600-acre sod farm was located 1.29 nautical miles west of the location of the airplane at that time. The airplane was observed to continue flying southbound while circling then the airplane was observed flying low over trees and circled 2 times over a field sparsely occupied by trees. The airplane then rolled inverted and impacted the ground slightly inverted. Examination of the flight controls revealed no evidence of preimpact failure or malfunction. Examination of the engine revealed that the mixture control cable was separated from the control arm at the servo fuel injector. A non-aviation washer was used in the mixture control cable installation and was found failed. The cable attach hardware was in place. No engine mechanical failure or malfunction was noted. Bench testing of the impact damaged servo fuel injector revealed the fuel flow to momentarily remain high when the throttle was reduced. Disassembly of the servo revealed that the fuel diaphragm stem was bent. The fuel servo was last overhauled in 1991, and the fuel diaphragm was reportedly replaced at that time but the part number of the installed unit at the time of the accident was not the same as the diaphragm after replacement.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 22,500 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-320-E2B (piston); 0 hours total
The flight
- Departed from: 44J Daytona Beach FL at 4:38 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 3,400 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from DAB, 12 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.