Bellanca 7ECA N8698

Summary

On 3 June 2018 at about 13:45 local time, a Bellanca 7ECA registered N8698 was involved in an accident near Warsaw, Kentucky, United States. One person was on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

3 June 2018 at 13:45

Classification

Accident

Location

Warsaw, Kentucky, United States

Nearest airport

Private unnamed airport (PVT)

Coordinates

38.7925, -84.7747

Aircraft

Bellanca 7ECA

Registration

N8698

Category

Airplane

Year built

1973

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

ERA18LA158

Nobody was injured.

The pilot’s inadequate preflight performance planning, and his delayed decision to abort the takeoff, which resulted in a ground loop.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

After a preflight inspection and engine run up revealed no anomalies, the pilot attempted to takeoff from an upsloping turf runway. The initial takeoff roll was normal; however, as the airplane reached 60 knots, the pilot determined that the airplane’s acceleration was not "normal" and that the airplane would not clear the trees at the end of the runway, nor be able to stop within the remaining runway. The pilot then rejected the takeoff, applied full rudder, and the airplane ground looped, resulting in substantial damage to the fuselage. A cursory examination of the engine did not reveal any preimpact mechanical anomalies that would have precluded normal operation; however, the examination did not determine whether the engine was capable of developing its full rated power during the accident takeoff. The runway measured 1,100 ft by 125 ft and had an approximate 3% slope. The calculated density altitude at the time of the accident was about 2,389 ft, and the wind reported at the nearest weather observation facility would have provided a headwind component of about 3 knots for the takeoff runway. According to the pilot’s operating handbook, at maximum gross weight, the airplane would have required about 938 ft to clear a 50-ft obstacle, given the wind conditions and a dry, level grass runway; however, the actual distance required would have been greater than the calculated 938 ft due to the upsloping runway. It is likely that the reduced acceleration noticed by the pilot was the result of decreased engine performance due to the density altitude combined with the upsloping runway, both of which would have increased the runway distance required to reach takeoff speed. It is also likely that even with full engine power, given the conditions on the day of the accident, the runway distance required would have been close to or exceeded the runway length available. Although the pilot acted appropriately by aborting the takeoff upon realizing that the airplane would not clear the trees at the end of the runway, his delayed decision to abort resulted in insufficient runway remaining on which to slow and stop the airplane.

Quoted verbatim from the NTSB record.