Bellanca 8GCBC accident near Port Alsworth, Alaska, September 30, 2014
On September 30, 2014, a 1980 Bellanca 8GCBC, registered N2976M, was substantially damaged in an accident during landing near Port Alsworth, Alaska. It was a personal 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
The pilots failure to maintain control of the airplane during an aborted landing in gusty wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 2014
- Place
- Port Alsworth, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 8GCBC NO SERIES, built 1980 · all 8GCBCs on the register
- Registration
- N2976M · no longer on the register · serial 347-80
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was landing at a remote, off airport site in a tailwheel-equipped airplane. He stated that he made two low passes over the airstrip and was making a full stop landing on the third pass. During the landing he stated the airplane bounced, and he attempted to abort the landing. During the aborted landing a gust of wind picked up the left wing and the right wing contacted terrain. The airplane sustained substantial damage to both wings and the fuselage. The pilot stated that there were no preaccident mechanical anomalies with the airplane that would have precluded normal operation.
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
- Abnormal runway contact during landing defining event
- Other weather encounter during landing (aborted after touchdown)
- Collision with terrain or object (not controlled flight into terrain) during landing (aborted after touchdown)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Not attained/maintained
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,110.5 hours in all; 241.1 in this make and model; 321 in the last 90 days; 77.5 in the last 30 days; 1,063.4 as pilot in command; 273.1 on instruments
- Last flight review: May 16, 2014
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 1,999.8 hours
- Last inspection: annual inspection, November 17, 2013; 85 hours since
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O&VO-360 SER (piston); 0 hours total
The flight
- Departed from: AK51 Port Alsworth AK
- Destination: Port Alsworth AK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 360° at 25 knots, gusting 30
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 30.13 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.