Bellanca 7GCBC accident near Williams, Minnesota, October 15, 2005
On October 15, 2005 at about 8:45 pm local time, a Bellanca 7GCBC, registered N2698Z, was substantially damaged in an accident near Williams, Minnesota. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed which resulted in the airplane stalling. Factors associated with the accident were the low level at which the airplane was maneuvering and the pilot's failure to perform weight and balance calculations prior to the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 15, 2005 · about 8:45 pm local time
- Place
- Williams, Minnesota · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7GCBC · all 7GCBCs on the register
- Registration
- N2698Z · no longer on the register · serial 1016-78
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane contacted the water following a loss of control in flight. The pilot reported he was flying over a friend's cabin when the accident occurred. He reported he flew over the cabin and entered a "standard rate" right turn. He reported they circled 180 degrees and when he tried to level the wings he noticed there was no control pressure on the stick. The pilot reported the right wing dropped and he had limited control of the airplane so he reduced the engine power and added flaps prior to the airplane contacting the water. One witness reported seeing the airplane in a turn prior to it rolling to the right and onto its back. This witness stated the airplane "dove straight in from approx 150 feet." A second witness reported seeing the airplane in a turn with 45 to 60 degrees of bank when it rolled over and descended in a vertical attitude. This witness reported the engine was running and he heard a "pop" sound just prior to the airplane contacting the water. The pilot stated during an interview that the flight controls and engine were operating normally during the flight. He also reported that he did not perform any weight and balance calculations prior to the flight. Weight and balance information indicates the airplane was at least 242 pounds over the maximum gross weight.
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: 208 hours in all; 113 in this make and model; 11 in the last 90 days; 2 in the last 30 days; 126 as pilot in command
- Last flight review: April 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 760 hours
- Last inspection: annual inspection, December 1, 2004
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: Roseau MN at 7:00 pm
- Destination: PVT Williams MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 350° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 36°F (2°C)
- Altimeter: 30.12 inHg
- Observation at 10:53 pm from BDE
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.