Bellanca 17-31ATC accident near Lubbock, Texas, October 26, 1996
On October 26, 1996 at about 7:55 pm local time, a Bellanca 17-31ATC, registered N444TL, was substantially damaged in an accident near Lubbock, Texas (Lubbock International airport). It was a personal 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's inadequate compensation for the crosswind. A factor was the crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 26, 1996 · about 7:55 pm local time
- Place
- Lubbock, Texas · Lubbock International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-31ATC · all 17-31ATCs on the register
- Registration
- N444TL · no longer on the register · serial 73-31043
- 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 after 'nose-gear touch down,' with 'full yoke into the wind,' the aircraft made an immediate uncommanded 30 to 40 degree turn to the right. 'He attempted to brake and stay along taxiway A [Alpha] where it is diagonal to 17R;' however, 'he got only momentary, minimal response, followed by total inability to control the aircraft.' The aircraft continued turning right 'until the left wing clipped a taxiway sign. This apparently flung [the] aircraft back to the left, where it came to rest with collapsed gear.' The passenger reported that during the approach to runway 17, he noticed there was a crosswind. A witness in the tower reported observing the aircraft 'exhibiting maneuvering as if attempting to overcome the effect of gusty cross winds.' Examination of the nose landing gear assembly did not disclose any evidence of premishap discrepancies. The winds at the time of the accident were from 120 degrees at 14 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 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 784 hours in all; 692 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 687 as pilot in command; 24 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming TIO-540-K1E5 (piston); 0 hours total
The flight
- Departed from: E02 Odessa TX at 7:15 pm
- Destination: LBB
- Flight plan: none
- Runway 17R, 11,500 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 7:56 pm from LBB
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.
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.