# NTSB ANC05LA093: Bellanca 7GCBC, N88110, Anchorage, AK, July 2, 2005 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 1, 2005, 19:35 local (Jul 2, 2005, 03:35 UTC) - Place: Anchorage, AK - Coordinates: 61.18, -149.971939 - Nearby events: https://openairdocs.org/map.md?lat=61.1800&lon=-149.9719&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report January 31, 2006 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - Parties: FAA-AL-ANC FSDO 03 - NTSB case key (mKey): 61920 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC05LA093 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/61920/pdf - Page: https://openairdocs.org/ntsb/ANC05LA093 ## Probable cause The pilot's failure to maintain adequate airspeed during takeoff initial climb, which resulted in a loss of control and subsequent uncontrolled descent into a lake. A factor contributing to the accident was an inadvertent stall. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, takeoff - initial climb - airspeed(vs) - not maintained, pilot in command (cause) - stall - inadvertent, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - water,glassy ## Analysis The private certificated pilot was conducting a personal flight under Title 14, CFR Part 91, and was performing a glassy water takeoff toward the west from a lake in a float-equipped airplane. He reported variable winds from the north. The pilot said that during the takeoff, he lifted the left float out of the water, then the right float at 45 mph, and began a climb at 55 mph. He said that when the airplane reached about 50 feet, it began a "very fast uncommanded roll to the right, and control forces went to zero." The pilot also indicated there was no mechanical malfunction/failure, and the engine was producing power during the accident sequence. The airplane descended toward the water, and the right wing and right float assembly struck the water and the airplane overturned. The pilot and passenger were both wearing inflatable jackets, and exited the airplane. An FAA airworthiness inspector examined the airplane as it sat on a trailer, after the pilot recovered and partially disassembled the airplane. The inspector reported that the airplane's flap handle was set at 10 degrees. The inspector did not indicate that he observed any mechanical malfunction. A METAR from the accident site included calm winds, and a temperature of 72 degrees F. ## Factual narrative On July 1, 2005, about 1935 Alaska daylight time, a float-equipped Bellanca 7GCBC airplane, N88110, sustained substantial damage when it collided with the waters of Lake Hood during initial climb after takeoff from the Lake Hood Seaplane Base, Anchorage, Alaska. The airplane was being operated as a visual flight rules (VFR) cross-country personal flight under Title 14, CFR Part 91, when the accident occurred. The airplane was operated by the pilot. The private certificated pilot, and the sole passenger, were not injured. Visual meteorological conditions prevailed. The flight was en route to Sterling, Alaska, and no flight plan was filed, nor was one required. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), on July 2, the pilot reported that he was performing a glassy water takeoff from the west waterlane of Lake Hood. He indicated that he lifted off the water at 45 mph, and began a climb at 55 mph. The airplane then rolled to the right and descended toward the water. The right wing and right float assembly struck the water and the airplane overturned. The pilot and passenger were both wearing inflatable jackets, and exited the airplane. A family pet did not escape from the airplane. The pilot said the engine was producing power during the accident sequence. A Federal Aviation Administration (FAA) operations inspector, Anchorage Flight Standards District Office (FSDO), responded to the accident scene, and reported that the airplane contained about 30 gallons of fuel. The float compartments contained additional fuel containers, an anchor, and rope. An FAA airworthiness inspector examined the airplane as it sat on a trailer on July 5, after the pilot recovered and partially disassembled the airplane. The inspector reported that the airplane's flap handle was set at 10 degrees. He did not indicate that he observed any mechanical malfunction. In the Pilot/Operator Aviation Accident Report (NTSB FORM 6120.1) submitted by the pilot, the pilot indicated that the water surface was glassy, with a variable wind from the north. During the takeoff run, the pilot stated that he lifted the left float out of the water, then the right float, and accelerated for a climb. He said that when the airplane reached about 50 feet, it began a "very fast uncommanded roll to the right, and control forces went to zero." The pilot also indicated there was no mechanical malfunction/failure. At 1957, an Aviation Routine Weather Report (METAR) at Lake Hood Seaplane Base was reporting, in part: Wind, calm; visibility, 10 statute miles; clouds and sky condition, few at 3,800 feet, 10,000 feet broken; temperature, 72 degrees F; dew point, 53 degrees F; altimeter, 29.71 inHg. ## Aircraft - Registration: [N88110](https://openairdocs.org/aircraft/N88110), registered now, S/N 725-74, built 1974 (OpenAirDocs) - Reported make and model: Bellanca 7GCBC - Registry model: [Bellanca 7GCBC](https://openairdocs.org/model/bellanca-7gcbc) (registry code 1220601) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 725-74 - Airframe hours: 2050 - Engines: Lycoming O-320 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Berchmans D. Wick - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 1, 2005, 25 hours before - Departed: PALH, Anchorage, AK - Destination: Sterling, AK - Airport: PALH, Lake Hood Seaplane Base ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; injuries: none; private; airplane ratings: single-engine sea, single-engine land; medical: class 3, with waivers/limitations; last flight review June 1, 2005; seat: front; flight hours: 1,718 total, 304 in this make and model, 1,657 as pilot in command, 20 in the last 90 days, 11 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: 10,000 ft broken - Temperature: 72 °F, dew point 54 °F - Altimeter: 29.70 inHg - Observed at: PALH ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20050701015309A](https://openairdocs.org/incident/20050701015309A), Jul 1, 2005: Bbavia 7GCBC, Anchorage, AK, Substantial damage. (-23) Aircraft lifted off the water on a west heading from lake spenard. At the west end of gull island the aircraft banked to the right and struck the water… ## Other investigations on N88110 (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ANC79DAG18](https://openairdocs.org/ntsb/ANC79DAG18), Oct 4, 1978: Bellanca 7GCBC (N88110), Naknek Lake, AK, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.