Bellanca 17-30A accident near Arden Hills, Minnesota, December 3, 2020
On December 3, 2020 at about 3:15 am local time, a 1979 Bellanca 17-30A, registered N28067, was substantially damaged in an accident near Arden Hills, Minnesota. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
Incorrect connecting rod installation, which resulted in the failure of the nos. 5 and 6 connecting rods and subsequent total loss of engine power.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 3, 2020 · about 3:15 am local time
- Place
- Arden Hills, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-30A, built 1979 · all 17-30As on the register
- Registration
- N28067 · registry record · serial 79-30966
- 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 he heard a loud “bang” and the engine began to vibrate and ultimately lost complete power. He executed a forced landing to a highway during which the airplane struck a car and a highway divider which resulted in substantial damage to both wings. Postaccident engine examination revealed that the Nos. 5 and 6 connecting rods had failed. Further examination revealed two undamaged rod nuts within the oil pan that had no remnant of a rod bolt within the threaded portion of the nut. Additionally, a rod bolt, although damaged, was complete from bolt head to threaded shank and did not have a nut on the threaded portion. Review of maintenance records revealed that the Nos. 1, 4, and 6 cylinders had been removed and replaced due to low compression about 8 years and 396 hours before the accident, but it is not known if the connecting rods were removed at this same time. The most recent engine overhaul was completed 16 years before the accident, and it had accumulated about 1,296 hours time-in-service since the overhaul. Based on the available evidence, the loss of engine power was likely due to improper connecting rod installation that resulted in the loss of connecting rod bolt torque, separation of the rod bolt nuts, and subsequent failure of the Nos. 5 and 6 connecting rods.
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
- 402341 during 402
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Incorrect service/maintenance
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
Pilot
- Ratings: single-engine land, single-engine sea, none, APLN, none
- Flight time: 5,000 hours in all; 2,800 in this make and model; 75 in the last 90 days; 25 in the last 30 days; 5,000 as pilot in command
- Last flight review: October 12, 2020
- Medical certificate: class 2
- Injury: no injuries
The aircraft
- Airframe total time: 3,187 hours
- Last inspection: type not recorded, October 7, 2020; 18 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-550F4 (piston); 1,287 hours total
- Operating certificate: in the vicinity
The flight
- Departed from: KANE Blaine MN at 3:08 am
- Flight plan: none
Weather at the time
- Light: night
- Visibility: 10 statute miles
- Temperature: 30°C, dew point 20°C
- Altimeter: 30.1 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN21LA073.