Bellanca 17-30A accident near Ruidoso, New Mexico, December 1, 1996
On December 1, 1996 at about 3:45 pm local time, a Bellanca 17-30A, registered N39812, was substantially damaged in an accident near Ruidoso, New Mexico (Sierra Blanca Regional 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
failure of the pilot to maintain directional control during landing roll, and his delayed aborted landing. The gusty crosswind and blown left main tire were considered to be related factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 1, 1996 · about 3:45 pm local time
- Place
- Ruidoso, New Mexico · Sierra Blanca Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-30A · all 17-30As on the register
- Registration
- N39812 · no longer on the register · serial 73-30489
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot lost directional control of the airplane approximately 200 feet after a 'smooth landing' on runway 24. The pilot reported that the airplane pulled to the left abruptly and control became erratic. After the airplane left the runway, the pilot attempted to abort the landing by adding power. He stated that the airplane became airborne, but he was unable to establish a positive climb rate, so he elected to reduce the power and land. The airplane crossed the runway and came to rest north of the runway. Examination of the airplane revealed that the left main landing gear tire was blown at the side wall. The pilot stated that the blown tire precipitated the initial loss of control. The passenger concurred with the pilot stating that 'the landing was very smooth.' The recorded winds at the airport, 8 minutes before the accident, were from 280 degrees at 8 knots. The pilot reported that the winds at the time of the accident were from 210 degrees at 8 gusting to 20 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: private
- Ratings: single-engine land
- Flight time: 400 hours in all; 205 in this make and model; 15 in the last 90 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,712 hours
- Last inspection: annual inspection; 15 hours since
- Maximum gross weight: 3,700 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-K (piston); 0 hours total
The flight
- Departed from: 5T6 Santa Teresa NM at 3:15 pm
- Destination: SRR
- Flight plan: none
- Runway 24, 8,100 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 39°F (4°C), dew point 14°F (-10°C)
- Altimeter: 30.00 inHg
- Observation at 5:30 pm from SRR, 1 miles away
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.