Bellanca 7GCBC accident near Munich, North Dakota, December 28, 1995
On December 28, 1995 at about 5:00 pm local time, a Bellanca 7GCBC, registered N88384, was substantially damaged in an accident near Munich, North Dakota. It was a public-use flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot allowed his airspeed to get too low and encountered a stall/mush condition. Factors associated with the accident were the pilot not being able to maintain directional control due to misuse of the controls for wind drift correction and improper use of the carburetor heat.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 28, 1995 · about 5:00 pm local time
- Place
- Munich, North Dakota · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7GCBC · all 7GCBCs on the register
- Registration
- N88384 · registry record · serial 774-75
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While making a precautionary landing the pilot applied carburetor heat during the downwind leg of his approach to a road. It was removed a short time later. While on final approach the pilot said the airplane began descending too rapidly. He said he applied power and the engine did not respond. The pilot said the airplane drifted to the right as it neared the road. He said he applied left aileron and it continued to drift to the right. The pilot said he could not recall if he had applied right rudder when he applied left aileron. The pilot said the ailerons didn't respond because the airplane was too slow. The airplane landed in snow next to the road and nosed over. The on-scene investigation found no mechanical anomalies that would prevent normal flight. According to pilot/operator handbook for the Bellanca 7GCBC, the pilot is directed to use carburetor heat only when 'atmospheric conditions indicate that icing is probable....' The temperature and dew point were 17 and 12 degress F. respectively. The FAA's carburetor icing chart shows carburetor icing was probable.
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: 1,555 hours in all; 925 in this make and model; 42 in the last 90 days; 13 in the last 30 days; 1,422 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 1,084 hours
- Last inspection: annual inspection, January 10, 1995; 893 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: DVL Devils Lake ND at 2:15 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 220° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 18°F (-8°C), dew point 12°F (-11°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N88384 the same tail number, which may have belonged to a different aircraft at the time
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.