Bellanca BL-17-30 accident near Lantana, Florida, November 13, 2006
On November 13, 2006 at about 4:02 pm local time, a Bellanca BL-17-30, registered N6663V, was substantially damaged in an accident near Lantana, Florida. 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 improper preflight planning/decision which resulted in total loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 2006 · about 4:02 pm local time
- Place
- Lantana, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca BL-17-30
- Registration
- N6663V · no longer on the register · serial 30040
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that about 3/4 mile on final approach the engine ceased operating. After switching fuel tanks he said he tried to restart the engine, but the engine would not restart. He said he focused on flying the airplane, and as the airplane descended it impacted "trees, power lines, and left a wheel in the roof of a house." An FAA inspector responded to the scene of the accident and performed a detailed examination of the airplane. According to the inspector, no anomalies were noted with the airplane's fuel, electrical and induction systems, and about 6 to 8 ounces of auto fuel was found in the right fuel tank. No additional fuel was found in the airplane, or at the accident scene. In addition, the inspector stated that the airplane did not have a supplemental type certificate to permit the use of automobile fuel, and that the airplane had last received an annual inspection on January 1, 1984. The inspector also stated that the pilot, who was not an FAA certificated mechanic, stated that he performed all of the maintenance on the airplane. The pilot stated that he last completed a flight review in 1996. In addition, the pilot's last medical examination was dated June 23, 1996, and a review of FAA records showed that his license was suspended on November 8, 1996.
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
- Flight time: 1,000 hours in all; 100 in this make and model
- Medical certificate: None
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,314 hours
- Last inspection: annual inspection, January 1, 1984; 484 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: LNA Lantana FL at 3:30 pm
- Destination: LNA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 63°F (17°C)
- Altimeter: 30.02 inHg
- Observation at 3:53 pm from PBI
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.