Piper PA-28-180 accident near Grosse Ile, Michigan, September 2, 1996
On September 2, 1996 at about 4:15 pm local time, a Piper PA-28-180, registered N7082W, was substantially damaged in an accident near Grosse Ile, Michigan (Grosse Ile Municipal airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot exceeding the critical angle of bank required to maintain altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 1996 · about 4:15 pm local time
- Place
- Grosse Ile, Michigan · Grosse Ile Municipal · map
- Type
- Accident
- Injuries
- 2 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N7082W · no longer on the register · serial 28-866
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness said she remembered first hearing the airplane and then turned to watch the airplane climb out. She said that the airplane's altitude was lower than normal. 'The airplane was going right to left. It was half as high as the normal flight traffic going on.' The witness said she then saw the airplane enter a steep left bank of approximately 70 to 75 degrees. The airplane came at her and continued its turn so that she could see the bottom of the airplane. The witness said that the airplane lost altitude steadily through the turn until the left wing contacted the water. 'There was a splash, but not an overly large one. The airplane then came out upright.' Another witness said the airplane 'was way low. Usually, they are five times higher. The right wing went up. The engine sound went silent. The airplane disappeared behind the trees. Then I heard a thud. The whole thing lasted 6 to 8 seconds.' The pilot and the passenger in the right rear seat survived the accident. Both sustained head injuries and remember nothing regarding the accident. Examination of the wreckage revealed no anomalies.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,144 hours in all; 22 in the last 90 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,964 hours
- Last inspection: annual inspection, January 1, 1996; 66 hours since
- Maximum gross weight: 2,175 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A3A (piston); 0 hours total
The flight
- Departed from: ONZ at 4:15 pm
- Destination: JXN Jackson MI
- Flight plan: VFR
- Runway 17, 3,740 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 68°F (20°C)
- Altimeter: 30.00 inHg
- Observation at 4:21 pm from ONZ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.