Helio H-391B accident near Plainwell, Michigan, November 20, 1989
On November 20, 1989 at about 6:00 pm local time, a Helio H-391B, registered N8750R, was substantially damaged in an accident near Plainwell, Michigan (Otsego-Plainwell Muni airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE CROSSWIND LANDING GEAR SYSTEM TO ENGAGE ON THE LEFT MAIN GEAR DUE TO IMPROPER RIGGING ADJUSTMENT BY MAINTENANCE PERSONNEL. FACTORS RELATED TO THE ACCIDENT WERE: UNFAVORABLE WIND CONDITIONS (GUSTS AND QUARTERING CROSSWIND) AND SOFT TERRAIN IN THE DITCH.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 20, 1989 · about 6:00 pm local time
- Place
- Plainwell, Michigan · Otsego-Plainwell Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Helio H-391B · all H-391Bs on the register
- Registration
- N8750R · registry record · serial 009
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT DURING TOUCHDOWN, HE LOST DIRECTIONAL CONTROL OF THE AIRCRAFT AND IT SWERVED OFF THE LEFT SIDE OF THE RUNWAY. THE AIRCRAFT'S LEFT MAIN LANDING GEAR COLLAPSED WHEN IT RAN THROUGH SOFT TERRAIN IN A DITCH. THE AIRCRAFT CAME TO A STOP ABOUT 200 FEET FROM THE EDGE OF THE RUNWAY. A POST-ACCIDENT EXAMINATION OF THE AIRCRAFT REVEALED THAT THE CROSS-WIND LANDING GEAR LOCK SYSTEM WAS IMPROPERLY RIGGED. THE LEFT MAIN LANDING GEAR LOCK PIN FAILED TO ENGAGE AND THE LEFT MAIN GEAR WAS FREE TO 'CASTER' DURING TOUCHDOWN AND ON THE LANDING ROLL, WHILE THE RIGHT MAIN GEAR REMAINED LOCKED. THE PILOT HAD RECENTLY PURCHASED THE AIRCRAFT. HE STATED THAT HE SHOULD HAVE PERFORMED A MORE THOROUGH PRE-PURCHASE INSPECTION. HE HAD 175 HOURS TOTAL FLIGHT TIME, WITH 17 HOURS IN THIS MAKE AND MODEL OF AIRCRAFT. HE HAD RECEIVED SPECIFIC INSTRUCTION IN THE AIRCRAFT, BECAUSE OF ITS UNCOMMON DESIGN AND CHARACTERISTICS.
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: 175 hours in all; 17 in this make and model; 25 in the last 90 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,800 hours
- Last inspection: annual inspection, October 1, 1989; 30 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming GO-435-C2B (piston); 0 hours total
The flight
- Departed from: DVN Davenport IA at 4:30 pm
- Flight plan: none
- Runway 27, 2,650 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 20 knots, gusting 35
- Visibility: 20 statute miles
- Sky: scat at 3,000 ft
- Temperature: 50°F (10°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 6:45 pm from AZO, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.