Bellanca 7ECA accident near El Cajon, California, September 9, 2023
On September 9, 2023 at about 5:55 pm local time, a 1974 Bellanca 7ECA, registered N57679, was substantially damaged in an accident during approach (VFR pattern final) near El Cajon, California. 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
A total loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 9, 2023 · about 5:55 pm local time
- Place
- El Cajon, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7ECA, built 1974 · all 7ECAs on the register
- Registration
- N57679 · registry record · serial 999-74
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor and pilot receiving instruction were on final approach for landing about 700 ft above ground level (agl) when the engine suddenly lost total power. The flight instructor accomplished a forced landing short of the runway, and the airplane struck two fences, resulting in substantial damage to both wings. The flight instructor and mechanic recovered the airplane to a hangar. The mechanic started the engine uneventfully, ran it briefly at a low power setting, and noted no issues. During a second engine run attempt following additional examination of the airplane, the engine would not operate continuously or at a high power setting. Fuel flow was verified to the engine. The carburetor was removed for examination, and the examination revealed no anomalies with the carburetor. The carburetor was subsequently reattached, another engine run was accomplished, and the engine operated for several minutes at various power settings with no anomalies noted. The investigation identified no evidence of preimpact mechanical failure or malfunction that would have precluded normal engine operation. It is possible evidence of an anomaly in the carburetor or engine may have existed but was compromised during the first engine run or during the subsequent removal and examination of the carburetor. Although the airplane was operated in conditions that an FAA carburetor icing probability chart identified as conductive to the formation of carburetor icing at glide and cruise power, the conditions did not fall within the “serious icing” region of the chart, and the pilot receiving instruction reported that the carburetor heat was used intermittently during the approach. Based on the available evidence, the investigation was unable to determine the cause of the loss of engine power.
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
What happened, in order
- Unknown or undetermined during approach (VFR pattern final) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Unknown/Not determined
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine sea; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 675 hours in all; 175 in this make and model; 40 in the last 90 days; 10 in the last 30 days; 560 as pilot in command; 70 on instruments
- Last flight review: July 17, 2023
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 385 hours in all
- Medical certificate: Class 2
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 2,652 hours
- Last inspection: annual inspection, May 20, 2023
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 1,900 hours total
The flight
- Departed from: SEE El Cajon CA
- Flight plan: none
- Runway 27L, 2,738 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 57°F (14°C)
- Altimeter: 29.98 inHg
- Observation at 10:47 am from KSEE
Weather report (METAR): METAR KSEE 091747Z 00000KT 10SM SKC 32/14 A2998
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on September 25, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Accident Photographs | PDF, 3 pages | View Download |
| 3 | Memorandum for Record | PDF, 4 pages | View Download |
| 4 | Special Airworthiness Information Bulletin | PDF, 3 pages | View Download |
| 5 | Airframe and Engine Examination Summary Report | PDF, 5 pages | View Download |
| 6 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.
