Bellanca 17-30A and Piper PA-32-300 accident near Conroe, Texas, May 21, 1995
On May 21, 1995 at about 6:55 pm local time, 2 aircraft, Bellanca 17-30A (N8872V) and Piper PA-32-300 (N7797V), were involved in the same accident near Conroe, Texas (Montgomery County airport). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF BOTH PILOTS TO MAINTAIN ADEQUATE VISUAL LOOKOUT. A FACTOR RELATING TO THE ACCIDENT WAS: FAILURE OF THE BELLANCA PILOT TO ADEQUATELY COMMUNICATE HIS INTENTIONS ON THE UNICOM FREQUENCY.
THE FAILURE OF BOTH PILOTS TO MAINTAIN ADEQUATE VISUAL LOOKOUT. A FACTOR RELATING TO THE ACCIDENT WAS: FAILURE OF THE BELLANCA PILOT TO ADEQUATELY COMMUNICATE HIS INTENTIONS ON THE UNICOM FREQUENCY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 21, 1995 · about 6:55 pm local time
- Place
- Conroe, Texas · Montgomery County · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bellanca 17-30A · all 17-30As on the register
- Registration
- N8872V · no longer on the register · serial 30387
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N7797V · registry record · serial 32-7640050
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Bellanca 17-30A final · quoted from the NTSB record
A BELLANCA 17-30A WAS APPROACHING TO LAND ON RUNWAY (RWY) 19 AT AN UNCONTROLLED AIRPORT, AS A PIPER PA-32-300 WAS TAKING OFF ON RWY 14. THE RWY CENTERLINES INTERSECTED ABOUT 1100 FEET FROM THE APPROACH END OF RWY 14 (ABOUT 510 FEET FROM A DISPLACED THRESHOLD ON RWY 14). THE APPROACH END OF RWY 19 WAS AT THE INTERSECTION. SUBSEQUENLTY, THE TWO AIRPLANES CONVERGED AND COLLIDED AT THE INTERSECTION. DURING IMPACT, THE RIGHT MAIN LANDING GEAR OF THE BELLANCA COLLIDED WITH THE WINDSHIELD AND ENGINE COWLING OF THE PIPER. BOTH AIRPLANES WERE EQUIPPED WITH TWO WAY RADIOS. BOTH PILOTS REPORTED THAT THEY ANNOUNCED THEIR INTENTIONS ON THE UNICOM FREQ (122.95 MHZ); ALTHOUGH THE UNICOM OPERATOR, WHO HAD JUST COME ON DUTY, DID NOT RECALL HEARING EITHER PILOT ANNOUNCE INTENTIONS BEFORE THE ACCIDENT. THE VHF RADIO OF THE DEPARTING PIPER WAS FOUND TUNED TO 122.7 MHZ; HOWEVER, THE PILOT OF A THIRD AIRPLANE REPORTED THAT HE HEARD THE PIPER PILOT MAKE AN ANNOUNCEMENT ON THE UNICOM FREQ THAT HE WAS TAKING OFF ON RUNWAY 14. NO CORROBORATING INFORMATION WAS OBTAIN TO VERIFY THAT THE BELLANCA PILOT HAD COMMUNICATED HIS INTENTIONS ON THE UNICOM FREQ. ACCORDING TO THE PIPER PILOT, THE BELLANCA PILOT DID NOT MAKE A RADIO CALL AS HE WAS APPROACHING THE AIRPORT. AT THE TIME OF THE ACCIDENT, RWY 14 WAS REPORTED TO BE IN USE. THE WIND WAS REPORTED TO BE FROM 120 DEGREES AT 8 KNOTS.
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 NTSB's narrative for the Piper PA-32-300 final · quoted from the NTSB record
A BELLANCA 17-30A WAS APPROACHING TO LAND ON RUNWAY (RWY) 19 AT AN UNCONTROLLED AIRPORT, AS A PIPER PA-32-300 WAS TAKING OFF ON RWY 14. THE RWY CENTERLINES INTERSECTED ABOUT 1100 FEET FROM THE APPROACH END OF RWY 14 (ABOUT 510 FEET FROM A DISPLACED THRESHOLD ON RWY 14). THE APPROACH END OF RWY 19 WAS AT THE INTERSECTION. SUBSEQUENLTY, THE TWO AIRPLANES CONVERGED AND COLLIDED AT THE INTERSECTION. DURING IMPACT, THE RIGHT MAIN LANDING GEAR OF THE BELLANCA COLLIDED WITH THE WINDSHIELD AND ENGINE COWLING OF THE PIPER. BOTH AIRPLANES WERE EQUIPPED WITH TWO WAY RADIOS. BOTH PILOTS REPORTED THAT THEY ANNOUNCED THEIR INTENTIONS ON THE UNICOM FREQ (122.95 MHZ); ALTHOUGH THE UNICOM OPERATOR, WHO HAD JUST COME ON DUTY, DID NOT RECALL HEARING EITHER PILOT ANNOUNCE INTENTIONS BEFORE THE ACCIDENT. THE VHF RADIO OF THE DEPARTING PIPER WAS FOUND TUNED TO 122.7 MHZ; HOWEVER, THE PILOT OF A THIRD AIRPLANE REPORTED THAT HE HEARD THE PIPER PILOT MAKE AN ANNOUNCEMENT ON THE UNICOM FREQ THAT HE WAS TAKING OFF ON RUNWAY 14. NO CORROBORATING INFORMATION WAS OBTAIN TO VERIFY THAT THE BELLANCA PILOT HAD COMMUNICATED HIS INTENTIONS ON THE UNICOM FREQ. ACCORDING TO THE PIPER PILOT, THE BELLANCA PILOT DID NOT MAKE A RADIO CALL AS HE WAS APPROACHING THE AIRPORT. AT THE TIME OF THE ACCIDENT, RWY 14 WAS REPORTED TO BE IN USE. THE WIND WAS REPORTED TO BE FROM 120 DEGREES AT 8 KNOTS.
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 for the Bellanca 17-30A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 3,500 hours in all; 570 in this make and model; 20 in the last 90 days; 8 in the last 30 days; 2,900 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,020 hours
- Last inspection: annual inspection, April 1, 1995; 3 hours since
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-K (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 68F Teague TX at 6:10 pm
- Destination: CXO
- Flight plan: none
- Runway 19, 3,984 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 8 knots, gusting 12
- Visibility: 15 statute miles
- Sky: scat at 6,000 ft
- Temperature: 82°F (28°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 6:50 pm from IAH, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Piper PA-32-300 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,512 hours in all; 1,200 in this make and model; 11 in the last 90 days; 3 in the last 30 days; 1,408 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,318 hours
- Last inspection: annual inspection, July 18, 1994; 56 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Destination: EYQ Houston TX
- Flight plan: none
- Runway 14, 6,000 ft by 150 ft
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.