Bellanca BL-17-30A accident near Union, Connecticut, November 24, 2000
On November 24, 2000 at about 3:15 pm local time, a Bellanca BL-17-30A, registered N280H, was substantially damaged in an accident near Union, Connecticut. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
pilot's mismanagement of the available fuel supply, which resulted in a 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
- November 24, 2000 · about 3:15 pm local time
- Place
- Union, Connecticut
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca BL-17-30A
- Registration
- N280H · no longer on the register · serial 73-30579
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While descending through 3,000 feet, the airplane's engine stopped producing power. The pilot was unable to restart the engine and made a forced landing. Examination of the airplane revealed that the right wing fuel tanks were intact and empty of fuel. Two of the three left wing fuel tanks were found separated from the left wing, and were ruptured. However, a half-gallon of fuel was found in one of the tanks. The fuel was absent of debris and water. There was no evidence of fuel spillage at the accident site, and the fuel selector was set to the right wing tanks. A 15-gallon auxiliary tank was located in the rear seat area and was full of fuel. Examination of the fuel selector placard revealed there was no indication of an 'aux' position; however, the selector could be moved beyond the 'left' tank position, and aligned with a white spot worn on the trim cover. Examination of the airplane and engine revealed there were no mechanical deficiencies.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 480 hours in all; 200 in this make and model; 10 in the last 90 days; 5 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,608 hours
- Last inspection: annual inspection; 20 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: FRG Framingdale NY at 1:45 pm
- Destination: ORH Worcester MA
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 19°F (-7°C), dew point 7°F (-14°C)
- Altimeter: 30.00 inHg
- Observation at 2:54 pm from ORH, 21 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.