Bellanca 17-30A accident near Dallas, Texas, January 1, 2004
On January 1, 2004 at about 4:04 pm local time, a Bellanca 17-30A, registered N4104B, was destroyed in an accident near Dallas, Texas. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The failure of flight/navigation instruments while in instrument meteorological conditions (in-cloud flight and low ceilings) resulting in spatial disorientation. A contributing factors was the prevaling instrument meteorological conditions (low ceiling and in-cloud flight)
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 1, 2004 · about 4:04 pm local time
- Place
- Dallas, Texas · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Bellanca 17-30A · all 17-30As on the register
- Registration
- N4104B · no longer on the register · serial 75-30776
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff and climb out in solid instrument meteorological conditions, the single-engine airplane experienced failures of flight/navigation instruments. The 1,050-hour pilot was attempting to maneuver the airplane using partial panel techniques. Radar data showed that the pilot appeared to be experiencing spatial disorientation. ATC controllers were alerted due to the fact that the airplane was making "left' turns" instead of right turns as advised. After being observed by several witnesses flying just below the lowest cloud layer (approximately 125 feet agl) the airplane impacted several homes in a residential neighborhood. Both homes and the airplane were destroyed by post-impact fire. One person who was located 1/2 miles from the accident site, witnessed the airplane flying overhead in an straight and level attitude approximately 125 feet above ground level (agl), slightly below a layer of clouds. Another person who was a private pilot and located about 1/2 miles from the accident site, stated that he heard an airplane engine that sounded "normal." After about 15 seconds, it sounded as if the airplane was maneuvering, because of the pitch change in the engine. According to this witness, the engine sounded like it was "making good power." The airplane was rapidly getting closer and sounded very low and fast. The witness stated, "at no time did I see the aircraft due to the weather conditions." The nearest automated surface observing station reported wind from 130 degrees at 6 knots, visibility 7/8 in mist, overcast at 100 feet. The temperature and dew point were reported as 17 degrees Celsius, and an altimeter setting of 30.20 inches of Mercury. Flight control continuity could not be verified due to impact damage. A fire extinguisher from the airplane was found with the handle lock pin missing and bottle fully discharged. The instrument panel was completely destroyed by post-impact fire. The vacuum pump was separated and the drive coupling was bent approximately 30-degrees. The unit was disassembled and the rotor vanes were observed to be in place and not damaged. The core element was cracked. The intake and exhaust pipes were separated; the exhaust pipes were separated aft of the mufflers. Examination revealed that the left side ball flange clamp had four washers on the bolt. The clamp was tight on the ball flange, and the tailpipe would not move on the ball flange. The exhaust pipes were separated on both sides of the left ball flange. Due to the extensive post-impact fire damage, it could not be concluded as to the cause of the pilot's reported loss of instruments during the flight. However, it was noted that the wire bundle that connects the instrument panel through the firewall were in close proximity to the muffler's exhaust flange, on the engine side of the firewall.
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: 1,050 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,104.5 hours
- Last inspection: annual inspection, September 10, 2003
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-K (piston); 0 hours total
The flight
- Departed from: ADS Addison TX at 3:57 pm
- Destination: AMA Amarillo TX
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 0.9 statute miles
- Sky: overcast at 100 ft
- Temperature: 63°F (17°C), dew point 63°F (17°C)
- Altimeter: 30.20 inHg
- Observation at 3:57 pm from ADS, 4 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.