Bellanca 7ECA accident near Mason, Michigan, December 16, 1995
On December 16, 1995 at about 8:20 pm local time, a Bellanca 7ECA, registered N990WY, was substantially damaged in an accident near Mason, Michigan (Private airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the improper application of the throttle by the pilot resulting in a delayed engine response, and the improper decision by the pilot to make a long fast touchdown requiring the need to take off under powerlines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 16, 1995 · about 8:20 pm local time
- Place
- Mason, Michigan · Private · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7ECA · all 7ECAs on the register
- Registration
- N990WY · registry record · serial 1168-76
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was making a touch-and-go from his home strip. He planned his pattern so as to touch down fast to practice a two-wheel touch-and-go. The airplane touched down halfway down the strip. When the pilot applied power for takeoff, the engine did not respond. The pilot described the engine's sound as being 'like someone putting a hand over the carburetor. It (the engine) was going, but not picking up any rpm.' The pilot advanced the throttle, retarded it and then advanced it again. Because the airplane was now two-thirds of the way down the runway, the pilot continued the takeoff. The pilot's private strip has a powerline which crosses over the strip 175 feet prior to the end. As the airplane went under the powerline, the engine responded with full power, and the airplane's left wing struck a utility pole which supports the powerline along the side of the strip. The airplane struck two trees and a wood fence before it nosed over in a ditch along the side of a road. Examination of the wreckage disclosed flight control continuity and no mechanical anomalies in the engine and engine controls.
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: 400 hours in all; 6 in this make and model; 555 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 280 hours
- Last inspection: annual inspection, December 16, 1994; 8 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C1 (piston); 0 hours total
The flight
- Departed from: NONE at 8:00 pm
- Flight plan: none
- Runway 18, 2,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 2,000 ft
- Temperature: 28°F (-2°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 pm from LAN, 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.