Bellanca 17-31A accident near Mc Alester, Oklahoma, October 16, 2016
On October 16, 2016 at about 5:05 pm local time, a 1973 Bellanca 17-31A, registered N93668, was substantially damaged in an accident during enroute (climb to cruise) near Mc Alester, Oklahoma (Mc Alester Regional Airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power during initial climb due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 16, 2016 · about 5:05 pm local time
- Place
- Mc Alester, Oklahoma · Mc Alester Regional Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-31A, built 1973 · all 17-31As on the register
- Registration
- N93668 · no longer on the register · serial 73-32-119
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot, who was the owner of the airplane, had purchased the airplane 3 days before the accident and was conducting a familiarization flight/flight review with a flight instructor. The flight departed and landed at two airports before proceeding to the destination. The flight instructor stated that, during the visual approach to the destination airport, the fuel selector was moved from the right fuel tank to the left fuel tank; at that time, the fuel gauges indicated that the left fuel tank was less than 1/2 full, the right fuel tank was above 1/4 full, and the auxiliary fuel tank was full. After a touch-and-go landing, the airplane experienced a total loss of engine power while climbing through 100 ft above ground level and subsequently impacted terrain during the forced landing. Postaccident examination of the airplane revealed that the left and right main fuel tanks contained no usable fuel; the auxiliary tank was about full. The main fuel supply line revealed that only several drops of liquid consistent in odor with aviation fuel was present in the line. The gascolator screen did not contain debris, and the gascolator bowl contained a few drops of liquid consistent with the odor of aviation fuel. The position of the fuel selector could not be determined due to impact damage. Compression and continuity of the engine valve and drive trains was confirmed when the engine was rotated by hand. Given the lack of mechanical anomalies, the lack of usable fuel in either of the main fuel tanks, and the absence of fuel in the main supply line and gascolator, it is likely that the loss of engine power was the result of fuel starvation.
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
What happened, in order
- Fuel starvation during enroute (climb to cruise) defining event
- Loss of engine power (total) during enroute (climb to cruise)
- Loss of engine power (total) during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Aircraft › Aircraft handling/service › Maintenance/inspections › (general) › Not specified
Flight instructor
- Certificate: flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,983 hours in all; 5 in this make and model; 74 in the last 90 days; 34 in the last 30 days; 1,530 as pilot in command; 924 on instruments
- Last flight review: July 9, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 254.5 hours in all; 5 in this make and model
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,724.1 hours
- Last inspection: annual inspection
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-K1E5 (piston); 2,520 hours total
The flight
- Departed from: HSD Tulsa OK at 3:30 pm
- Destination: ADM Ardmore OK
- Flight plan: VFR
- Runway 20, 5,602 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 15 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 68°F (20°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from MLC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on March 29, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Flight Instructor | PDF, 11 pages | View Download |
| 2 | Record of Conversation - Flight Instructor | PDF, 1 page | View Download |
| 3 | Record of Conversation - FAA | PDF, 2 pages | View Download |
| 4 | Record of Examination | PDF, 2 pages | View Download |
| 5 | Statement of Parties | PDF, 1 page | View Download |
| 6 | Airplane Operating Handbook Excerpt | PDF, 7 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.