Bellanca 17-31ATC accident near Del Rio, Texas, June 7, 2000
On June 7, 2000 at about 7:55 pm local time, a Bellanca 17-31ATC, registered N39827, was substantially damaged in an accident near Del Rio, Texas. 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).
The NTSB's probable cause their words, unchanged
The separation of the #3 connecting rod, piston, and cylinder. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 2000 · about 7:55 pm local time
- Place
- Del Rio, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-31ATC · all 17-31ATCs on the register
- Registration
- N39827 · no longer on the register · serial 73-31047
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in cruise flight at 12,500 feet, when the pilot noticed the manifold pressure drop from 37 inches to 19 inches of mercury. The airplane was descending through 5,000 feet when the #3 cylinder and engine cowling separated from the airplane. The pilot initiated a forced landing in a field. During the landing roll, the airplane impacted mesquite trees. The #3 cylinder, piston, and connecting rod were found missing from the engine and were not recovered. Some small metallic debris remained in the oil sump. The original engine maintenance records were lost, and the total time on the engine was estimated to be 1,238 hours on October 1, 1983. On November 6, 1989, after a propeller strike, the engine underwent a top overhaul and crankshaft run-out inspection at an estimated engine total time of 1,615.6 hours. The last 100-hour inspection was conducted on March 28, 2000, at an estimated engine total time of 1,830.55 hours.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,252 hours in all; 19 in this make and model; 19 in the last 90 days; 2 in the last 30 days; 952 as pilot in command; 274 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection, March 28, 2000
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-KIE5 (piston); 0 hours total
The flight
- Departed from: SSF San Antonio TX at 6:30 pm
- Destination: E60 Eloy AZ
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 10 knots, gusting 14
- Visibility: 10 statute miles
- Sky: scat at 6,500 ft
- Temperature: 91°F (33°C), dew point 59°F (15°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from DRT, 50 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.