Bellanca 17-30A accident near Riverside, California, October 11, 2005
On October 11, 2005 at about 7:30 pm local time, a Bellanca 17-30A, registered N14715, was substantially damaged in an accident near Riverside, California (Flabob airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the steering control rod during an unknown phase of the accident flight that resulted in the unavailability of steering control upon landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 11, 2005 · about 7:30 pm local time
- Place
- Riverside, California · Flabob · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-30A · all 17-30As on the register
- Registration
- N14715 · no longer on the register · serial 74-30710
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted a fence following a loss of control during landing. The pilot reported that he had just made a normal landing when the airplane veered off the runway to the left. The pilot attempted to correct by applying right rudder inputs, and when that had no effect, the pilot attempted to execute a go-around by applying full throttle, which only accelerated the left turn. The airplane continued to the left until it impacted a chain link fence located about 100 feet south of the runway. Examination of the wreckage revealed the nose wheel steering system consists of two rods attached to the top of a T-bar supported by two bearings mounted on the strut tube. The two rods, one on the left and the other on the right, control the steering of the nose wheel. The rod on the right side was fractured and the surfaces exhibited signatures consistent with tension overload failure. The Federal Aviation Administration inspector who responded to the scene reported no skid marks were visible on the runway.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,161 hours in all; 800 in this make and model; 40 in the last 90 days; 1,089 as pilot in command
- Last flight review: July 1, 2004
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,850 hours
- Last inspection: annual inspection, July 1, 2005
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520K (piston); 0 hours total
The flight
- Departed from: CNO Chino CA at 7:25 pm
- Destination: RIR Riverside CA
- Flight plan: none
- Runway 24, 3,200 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: at 6 knots, gusting 14
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 48°F (9°C)
- Altimeter: 29.95 inHg
- Observation at 7:53 pm from RAL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.