Bellanca 14-13 accident near Stockbridge, Georgia, May 10, 1997
On May 10, 1997 at about 1:35 pm local time, a Bellanca 14-13, registered N86734, was substantially damaged in an accident near Stockbridge, Georgia (Jim (Private Strip) airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper use of carburetor heat, which led to loss of engine power due to carburetor ice. Factors related to the accident were: carburetor icing (weather) conditions, and trees in the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 10, 1997 · about 1:35 pm local time
- Place
- Stockbridge, Georgia · Jim (Private Strip) · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 14-13 · all 14-13s on the register
- Registration
- N86734 · no longer on the register · serial 1095
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and his pilot rated passenger were flying an errand between two local airstrips. A go-around was made after a visual approach to the destination strip. While maneuvering in the landing pattern, the engine sputtered and quit. A forced landing was being made to an empty field, when the airplane struck trees short of the field. The airplane impacted in a steep left wing down attitude, resulting in fatal injuries to the pilot in the left seat and serious injuries to his passenger in the right seat. During a postaccident examination of the engine, the spark plugs were found heavily sooted, indicating a rich mixture. The temperature and dew point were reported to be 61 and 37 degrees. According to icing probability chart(s), conditions were conducive to carburetor icing. Following the accident, the engine was operated at a low power setting without altering the engine's accessories.
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: private
- Ratings: single-engine land
- Flight time: 583 hours in all; 28 in this make and model; 15 in the last 90 days; 4 in the last 30 days; 517 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,589 hours
- Last inspection: annual inspection, January 26, 1997; 15 hours since
- Maximum gross weight: 2,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-435-1 (piston); 0 hours total
The flight
- Departed from: 4A0
- Destination: PVT GA
- Flight plan: none
- Runway 36, 1,800 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 13 knots, gusting 19
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 61°F (16°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 2:56 pm from ATL, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.