Bellanca 17-30A N6629V

Summary

On 30 November 2014 at about 14:57 local time, a Bellanca 17-30A registered N6629V was involved in an accident near Boonville, Missouri, United States. 4 people were on board and one died, 3 were seriously injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

30 November 2014 at 14:57

Classification

Accident

Location

Boonville, Missouri, United States

Nearest airport

Jesse Viertel Memorial Airport (VER)

Coordinates

38.9353, -92.6842

Aircraft

Bellanca 17-30A

Registration

N6629V

Category

Airplane

Year built

1970

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Chesterfield → Kansas City

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CEN15FA060

1 person died.

The pilot's failure to maintain adequate airspeed during a forced landing following a total loss of engine power due to fuel starvation, which resulted in the airplane exceeding its critical angle of attack, and an aerodynamic stall at a low altitude. Contributing to the accident was the pilot’s improper fuel management.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The commercial pilot was on a cross-country flight when the airplane encountered deteriorating weather conditions. A surviving passenger reported that the pilot decided to divert to a nearby airport. The airplane experienced a loss of engine power in the airport traffic pattern shortly after the pilot extended the landing gear during the base-to-final turn. The pilot was able to restore engine power briefly by advancing the throttle, but the engine quickly experienced a total loss of power. The passenger stated that the airplane entered an aerodynamic stall about 250 ft above the ground. The airplane subsequently impacted terrain in a near-level attitude. The pilot likely failed to maintain adequate airspeed following the loss of engine power, which resulted in the airplane exceeding its critical angle of attack and a subsequent aerodynamic stall at a low altitude. A postaccident examination did not reveal any mechanical malfunctions that would have precluded normal engine operation; however, the right main fuel tank was void of any usable fuel, and the left main fuel tank contained about 1.5 gallons of usable fuel. Additionally, no fuel was recovered from the supply line connected to the fuel manifold valve, and only trace amounts of fuel were recovered from the engine-driven fuel pump outflow line. A first responder reported that the main fuel selector was positioned to draw fuel from the auxiliary fuel tanks. Although placarded for use during level flight only, both auxiliary fuel tanks contained sufficient fuel to maintain coverage over their respective outlet ports during maneuvering flight, and would have provided fuel to the engine. As such, it is likely that the main fuel selector was positioned to draw fuel from the right main fuel tank when the airplane initially experienced a loss of engine power due to fuel starvation. The pilot then likely switched to the right auxiliary fuel tank while attempting to restore engine power; however, there was likely insufficient time and altitude to re-establish fuel flow to the engine. Although the airplane had experienced an alternator malfunction during the previous flight, a possible charging system failure would not have affected engine operation during the accident flight.

Quoted verbatim from the NTSB record.