Bellanca 7ACA accident near Bayport, Minnesota, February 4, 2023
On February 4, 2023 at about 10:30 pm local time, a 1971 Bellanca 7ACA, registered N9111L, was substantially damaged in an accident during enroute near Bayport, Minnesota. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s poor inflight fuel monitoring that resulted in a total loss of engine power 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
- February 4, 2023 · about 10:30 pm local time
- Place
- Bayport, Minnesota · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 7ACA, built 1971 · all 7ACAs on the register
- Registration
- N9111L · no longer on the register · serial 2-71
- 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 before departure he checked the fuel level in the wing fuel tanks with a dip stick and the level correlated to about 24 gallons of fuel. After departure, he flew for about 3 hours. While approaching the destination airport, the engine started to run rough and then lost all power. The pilot executed a forced landing to a snow-covered field about 3 miles from the airport. The left wing collided with a tree during the forced landing and sustained substantial damage to the fuselage and wings during the impact. A postaccident examination found that the left-wing fuel cap was missing and the fuel tank was void of fuel; however, there was no evidence of fuel leaking from the left fuel tank nor was there fuel evidence on the ground or in the snow. The fuel tank was not compromised. The fuel cap was not located during a search of the accident site or of the fueling location; however, it is most likely that the fuel cap separated during the impact with the tree. During recovery of the airplane, when the right wing was cut at the root, a fire ignited and consumed a portion of the right wing and investigators were unable to determine the amount of fuel in the right wing. A detailed engine and airframe examination did not reveal any preimpact mechanical malfunctions or anomalies that would have precluded normal operation. The accident flight departed with ample fuel for the flight. Given the empty left fuel tank and the lack of evidence to support a fuel leak, it is most likely that the engine lost power due to fuel starvation. During the accident sequence the seatbelt failed with a separation of the threading at the “Y” junction. The date of manufacturing stamp on the shoulder harness restraint was December 15, 2017. The shoulder harness label stated that the restraint system was an FAA-PMA part with a rated strength assembly of 1,500 pounds.
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 defining event
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Aircraft › Aircraft systems › Fuel system › Fuel storage › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 540 hours in all; 24 in this make and model; 40 in the last 90 days; 9 in the last 30 days; 481 as pilot in command
- Last flight review: January 6, 2023
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,391 hours
- Last inspection: annual inspection, July 5, 2022; 23 hours since
- Maximum gross weight: 1,604 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C (piston); 1,543 hours total
- Operator: Holman Hobos Flying Club INC
The flight
- Departed from: 21D Lake Elmo MN
- Destination: Bayport MN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 10,000 ft
- Temperature: 27°F (-3°C), dew point 16°F (-9°C)
- Altimeter: 29.80 inHg
- Observation at 4:15 pm from K21D, 3 miles away
Weather report (METAR): K21D 042215Z AUTO 18008KT 10SM SCT100 M03/M09 A2980 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on April 18, 2024. 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 | Electronic Device - Specialist's Factual Report | PDF, 9 pages | View Download |
| 2 | Attachment 1 to Electronic Device - Specialist's Factual Report | data file | Download |
| 3 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 13 pages | View Download |
| 4 | Examination Summary | PDF, 4 pages | View Download |
| 5 | Maintenance Records | PDF, 107 pages | View Download |
| 6 | CEN23LA101 Survival Factors Specialist Report | PDF, 11 pages | View Download |
| 7 | Photos | PDF, 2 pages | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 2 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.