Bellanca 17-30A accident near Monroe, Michigan, March 6, 1997
On March 6, 1997 at about 7:10 pm local time, a Bellanca 17-30A, registered N8782V, was substantially damaged in an accident near Monroe, Michigan (Monroe Custer 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
the pilot failed to maintain directional control of the aircraft during landing. Factors included the inadequate compensation for the crosswind conditions, the crosswind, and gusts.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 1997 · about 7:10 pm local time
- Place
- Monroe, Michigan · Monroe Custer Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-30A · all 17-30As on the register
- Registration
- N8782V · no longer on the register · serial 30325
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he prepared to land on runway 21. The winds were from 280 degrees at 18 mph gusting to 25 mph. To counter the right crosswind, he applied right aileron and left rudder. On short final to runway 21, the airplane was established on centerline at 90 to 95 mph. During the flare the pilot reduced power. When the airplane was about 3 to 5 feet above the runway, it 'slammed' down to the pavement. The airplane pitched over to the left and departed the runway to the left. It impacted the second row of VASI lights. The skid marks indicated that full brakes were used. The airplane continued to turn to the left and went into a ditch which paralleled the runway. The pilot reported that a large stand of trees about 600 feet from the runway to the west created a turbulent wind situation at the approach end of runway 21. The inspection of the airplane revealed no anomalies to the flight controls or engine.
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
- Flight time: 1,450 hours in all; 44 in this make and model; 20 in the last 90 days; 10 in the last 30 days; 1,450 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,266 hours
- Last inspection: annual inspection, July 6, 1996; 48 hours since
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-540-K (piston); 0 hours total
The flight
- Departed from: PTK Pontiac MI at 6:40 pm
- Destination: D92
- Flight plan: none
- Runway 21, 5,000 ft by 70 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 18 knots, gusting 25
- Visibility: 7 statute miles
- Sky: broken clouds at 3,000 ft; clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.