Bellanca 7GCBC accident near Lewisburg, West Virginia, May 17, 1994
On May 17, 1994 at about 7:30 pm local time, a Bellanca 7GCBC, registered N36236, was substantially damaged in an accident near Lewisburg, West Virginia. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S INADEQUATE INFLIGHT DECISION, INADVERTENT VFR FLIGHT INTO IMC, AND FAILURE TO MAINTAIN ADEQUATE TERRAIN CLEARANCE WHICH RESULTED IN INFLIGHT COLLISION WITH TREES. A FACTOR WAS INADEQUATE ALTITUDE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 17, 1994 · about 7:30 pm local time
- Place
- Lewisburg, West Virginia · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bellanca 7GCBC · all 7GCBCs on the register
- Registration
- N36236 · no longer on the register · serial 549-73
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO THE PILOT, HE DECIDED TO LEAVE ON THE FLIGHT A DAY EARLIER, BECAUSE OF FORECASTED WEATHER OVER HIS INTENDED ROUTE OF FLIGHT, AND THE AIRPLANE WAS NOT EQUIPPED FOR INSTRUMENT FLIGHT. APPROXIMATELY 2 HOURS AFTER THE FLIGHT STARTED, THE PILOT SAID HE ENCOUNTERED FOG, AND ELECTED TO LAND, REFUEL, AND WAIT FOR THE WEATHER TO CLEAR. AFTER WAITING APPROXIMATELY 1 1/2 HOURS, HE TOOK OFF, AND AGAIN ENCOUNTERED FOG. HE ELECTED TO TURN BACK AND LAND AT THE SAME AIRPORT AGAIN. THIS TIME HE WAITED SEVERAL HOURS ON THE GROUND, CHECKED WEATHER AND TOOK OFF AGAIN. AFTER SEVERAL MINUTES OF FLIGHT HE AGAIN ENCOUNTERED FOG. THE PILOT WROTE IN HIS STATEMENT, '...TOLD (PASSENGER) LOOKS LIKE WEATHER IS GETTING [BAD]...[AND] WE WERE RETURNING TO [HOME AIRPORT]...I MADE A 180 DEGREE TURN, WAS SETTING MY LORAN...WHEN ENCOUNTERED FOG, NEXT THING I SAW WAS TREES....' THE AIRPLANE IMPACTED THE TREES AND CAME TO REST WITH ENGINE RESTING ON A ROCK AND THE ENGINE STILL RUNNING.
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; instrument: airplane
- Flight time: 7,500 hours in all; 100 in this make and model; 50 in the last 90 days; 15 in the last 30 days; 7,500 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 954 hours
- Last inspection: annual inspection, May 7, 1994; 4 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Destination: CRW Charleston WV
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 8 knots
- Visibility: 5 statute miles
- Sky: overcast at 1,700 ft; not recorded
- Temperature: 39°F (4°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N36236 the same tail number, which may have belonged to a different aircraft at the time
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.