Wsk Pzl Mielec M18B accident near Hingham, Montana, July 15, 1998
On July 15, 1998 at about 4:10 am local time, a Wsk Pzl Mielec M18B, registered N4326M, was substantially damaged in an accident near Hingham, Montana (Hutchinson Private airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Restricted aileron travel for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 1998 · about 4:10 am local time
- Place
- Hingham, Montana · Hutchinson Private · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Wsk Pzl Mielec M18B
- Registration
- N4326M · registry record · serial 12027-03
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that in his landing attempt, the airplane bounced twice so he decided to go around. He stated that the aircraft then entered an uncommanded right roll, departed the airstrip to the right, and the right wing tip struck the ground. The pilot noted that the left-to-right movement of the control stick was stuck, and that he had applied great pressure on the stick to command a roll to the left. He said the control stick came unstuck and did move to the extreme left, but the aircraft did not respond and continued in its turn or roll to the right. He stated that he pulled the throttle back to idle; the aircraft began to settle to the ground while in this turning motion, went out of control and wrecked. Post-accident examination of the aircraft revealed both aileron bellcranks to be broken where they contacted the upper stops, with the right bellcrank locked in an aileron-up position. However, investigators found no evidence indicating fatigue failure when they inspected the bellcranks. The FAA investigator reported that the airplane had a total airframe time of 103 hours.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,195 hours in all; 102 in this make and model; 100 in the last 90 days; 5,183 as pilot in command; 200 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 103 hours
- Last inspection: annual inspection, April 6, 1998; 103 hours since
- Maximum gross weight: 11,700 lb
- Seats: 1
- Landing gear: fixed
- Engine: Wsk Pzl Kalis ASZ 62IR-M18 (piston); 0 hours total
- Operator: Hutchinson Spraying, INC.
The flight
- Departed from: Hingham MT at 2:50 am
- Flight plan: none
- Runway 36, 5,280 ft by 75 ft
Weather at the time
- Light: dusk
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 9:56 pm from HVR
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.