Lake LA-4 accident near Gallipolis, Ohio, December 8, 1996
On December 8, 1996 at about 7:00 pm local time, a Lake LA-4, registered N7632L, was substantially damaged in an accident near Gallipolis, Ohio (Gallia Meigs airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's improper recovery from a bounced landing, and his failure to maintain directional control, which resulted in a collision with a hangar and parked aircraft. Factors relating to the accident were: the pilot's encounter with rain, sleet, snow, and icing conditions, and airframe icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 8, 1996 · about 7:00 pm local time
- Place
- Gallipolis, Ohio · Gallia Meigs · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Lake LA-4 · all LA-4s on the register
- Registration
- N7632L · no longer on the register · serial 405
- 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 about 30 miles from the airport, the airplane encountered snow and then approximately '...10 miles out encountered freezing rain/sleet/snow.' According to the pilot, '...airplane was flying poorly because of ice but still controllable. At one point need[ed] substantial right rudder to maintain level flight. Decided to approach high since I know the stall speed would be higher with the ice. Normal approach in this airplane is 70 MPH over the numbers. I crossed the numbers [around] 82 MPH.' The pilot stated that while on final approach for runway 23 the winds shifted from 230 degrees to 320 degrees '...with hard buffeting gusts over the hills to my right. As soon as the airplane went into ground effect it stopped flying - came down hard on the left main - I applied some power to regain control - the plane came down hard just off the runway in soft soil....' Subsequently, the airplane came to a stop after collided with a parked airplane and a hangar.
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: student
- Flight time: 200 hours in all; 72 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,941 hours
- Last inspection: annual inspection, December 20, 1995; 48 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
The flight
- Departed from: 7D2 Troy MI at 4:00 pm
- Flight plan: none
- Runway 23, 3,998 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 10 knots, gusting 19
- Visibility: 2.5 statute miles
- Sky: broken clouds at 2,800 ft; scat at 2,200 ft
- Temperature: 36°F (2°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
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.