Bellanca 8GCBC accident near Panama City Bch, Florida, March 5, 1996
On March 5, 1996 at about 9:10 pm local time, a Bellanca 8GCBC, registered N86928, was substantially damaged in an accident near Panama City Bch, Florida (Buchanan Stolport airport). It was a flight of an unrecorded kind 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
improper compensation for wind conditions by the second pilot, his inadequate remedial action after the airplane lifted off during a wind gust, and inadequate supervision by the first pilot (PIC). A factor relating to the accident was: the gusty wind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 1996 · about 9:10 pm local time
- Place
- Panama City Bch, Florida · Buchanan Stolport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 8GCBC · all 8GCBCs on the register
- Registration
- N86928 · registry record · serial 32-74
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-in-command (PIC), who occupied the rear seat, was training the front seat pilot regarding banner towing operations. When the flight returned from tow-training, the banner was dropped, and the pilots entered the traffic pattern to land. The front seat pilot was manipulating the controls on final approach with the flaps fully extended, when the flight encountered gusty wind conditions. After touchdown, the flight encountered a gust of wind, and the airplane became airborne again. The front seat pilot stated that he applied only partial power, and the airplane landed hard, causing the right main landing gear wheel/axle assembly to separate. The airplane then nosed over and came to rest inverted. Examination of the threads of all 4 of the axle attach nuts revealed that they were stripped.
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: single-engine land
- Flight time: 2,450 hours in all; 2,000 in this make and model; 50 in the last 90 days; 25 in the last 30 days; 2,360 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 5,145 hours
- Last inspection: annual inspection, June 30, 1995; 316 hours since
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: FA07 at 8:05 pm
- Flight plan: none
- Runway 18, 1,000 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 18 knots
- Visibility: 7 statute miles
- Sky: scat at 2,700 ft
- Temperature: 73°F (23°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 8:47 pm from PFN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.