Bellanca 17-30A accident near Roanoke, Virginia, March 31, 1985
On March 31, 1985 at about 1:02 am local time, a Bellanca 17-30A, registered N8233R, was substantially damaged in an accident near Roanoke, Virginia (Roanoke Muni airport). It was a business flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 31, 1985 · about 1:02 am local time
- Place
- Roanoke, Virginia · Roanoke Muni
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-30A · all 17-30As on the register
- Registration
- N8233R · no longer on the register · serial 17-30414
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT REPORTED HE RAN A FUEL TANK DRY DURING FLT AT 6000 FT. HE SWITCHED FUEL TANKS, TURNED ON THE BOOST PUMP & MANIP-ULATED THE ENG CONTROLS, BUT WAS UNABLE TO RESTART THE ENG. DURING A FORCED LANDING ON I-581, THE ACFT STRUCK A PICKUP TRUCK (TRAVELING IN THE SAME DRCTN), THEN VEERED INTO AN EMBANKMENT. NONE OF THE OCCUPANTS IN THE TRUCK WERE INJURED. ANEXAM REVEALED ALL FUEL TANKS CONTAINED FUEL EXCEPT THE L MAIN TANK. THE BOOST PUMP SW WAS FND IN THE 'PRIME' POSITION, A CONDITION WHICH COULD CAUSE FLOODING OF THE ENG. DETAILS OF AIR RESTART PROCEDURE & BOOST PUMP POSITION NOMENCLATURE DIFFER BETWEEN MANUALS/ACFT MARKINGS. FUEL MANAGEMENT FOR THE 4 TANKS REQUIRED POSITIONING 2 SELECTOR VALVES THRU 6 POSSIBLE POSITIONS. TWO FUEL GAGES WERE INSTALLED; 1 WAS FOR THE 2 MAIN TANKS, THE OTHER WAS FOR THE 2 AUX TANKS. THE GAGES INDICATED ONLY THE QUANTITY OF FUEL IN THE SELECTED TANK. THE OTHER GAGE READ EMPTY WHEN NEITHER OF ITS RESPECTIVETANKS WERE SELECTED. FLT MANUAL PROVIDED ONLY LIMITED INFO ON FUEL SYS. PLT'S FACE INJURED, NO SHOULDER HARNESS INSTLD.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,018 hours in all; 180 in this make and model; 810 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,623 hours
- Last inspection: annual inspection, August 16, 1984; 55 hours since
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-K (piston); 0 hours total
The flight
- Departed from: RIC Richmond VA
- Destination: BCB Blacksburg VA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 150° at 12 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 25,000 ft; scat at 4,000 ft
- Temperature: 90°F (32°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
- Observation at 1:14 am from ROA, 3 miles away
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.