Bellanca 8GCBC accident near Guilford, Connecticut, August 17, 2002
On August 17, 2002 at about 5:30 pm local time, a Bellanca 8GCBC, registered N86714, was substantially damaged in an accident near Guilford, Connecticut. It was an other work-use 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
Fatigue cracking of the number 3 cylinder head. A factor was the presence of protruding material on the cylinder barrel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 2002 · about 5:30 pm local time
- Place
- Guilford, Connecticut · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 8GCBC · all 8GCBCs on the register
- Registration
- N86714 · registry record · serial 10-74
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At 1,300 feet, while towing a banner, the airplane's engine experienced severe vibrations and a loss of power. The pilot located a field where he could safely drop the banner, and descended to 500 feet to make the drop. After the drop, the airplane would not climb, and the vibrations increased, so the pilot decided to land in the field while he still had control of the airplane. During the approach, the pilot had to clear trees, and "came in a little high and fast." After touching down on a grassy field, he "tapped the toe brakes," and the airplane nosed over. A post-flight examination of the engine revealed that the number 3 cylinder was cracked and its exhaust valve seized. Further examination revealed a continuous fracture around the head, in the vicinity of the fourth and fifth cooling fins, with a surface consistent with fatigue cracking. The cylinder barrel had been remanufactured, then joined to a new cylinder head. Threads 1, 2 and 3 of the cylinder barrel displayed protruding material that matched corresponding thread indentations in the cylinder head. There was no evidence of material defect or dimensional anomaly from manufacturing processes. There was also no evidence as to the specific nature or extent of possible crack initiation forces. According to logbook information, the cylinder was installed in 1999, and had approximately 635 hours of service. Two accident investigations involving similar issues are CHI01FA329 and NYC02FA178.
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: 2,768 hours in all; 100 in this make and model; 185 in the last 90 days; 60 in the last 30 days; 2,768 as pilot in command
- Last flight review: November 1, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 4,440 hours
- Last inspection: annual inspection, March 2, 2002; 80 hours since
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-C2A (piston); 0 hours total
The flight
- Departed from: 7B6 East Windsor CT at 3:15 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 5:53 pm from HVN
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.