Bellanca 17-30 accident near Columbia, Missouri, June 23, 1982
On June 23, 1982 at about 9:20 pm local time, a Bellanca 17-30, registered N6656V, was substantially damaged in an accident near Columbia, Missouri. It was a business flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 1982 · about 9:20 pm local time
- Place
- Columbia, Missouri · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-30 · all 17-30s on the register
- Registration
- N6656V · no longer on the register · serial 30007
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED HE DID NOT REFUEL OR VISUALLY VERIFY FUEL QUANTITY PRIOR TO DEPARTING KANSAS CITY. THE FLT TO ST. LOUIS WAS ON THE LEFT TANK. AS THE ACFT APPROACHED THE COLUMBIA, MO VOR AT AN ALTITUDE OF 3000 FT MSL THE ENG FAILED. THE PILOT STATED HE ESTABLISHED A GLIDE, CHANGED THE FUEL SELECTOR TO THE RIGHT TANK, FUSELAGE TANK, LEFT TANK, THEN RIGHT TANK. DURING THIS TIME HE WAS REQUIRED TO HOLD THE ELECT FUEL PUMP TO THE ON POSITION. THIS SWITCH IS SPRING LOADED TO THE OFF POSITION. HE WAS UNABLE TO RESTART THE ENG & SELECTED A GOLF COURSE FOR LANDING. HE TURNED DURING HIS APPROACH TO AVOID GOLFERS ON THE FAIRWAY & CRASHED ON A PAVED STREET. THE LEFT & FUSELAGE TANKS WERE EMPTY. THE RIGHT TANK CONTAINED ABOUT 4-5 INCHES OF FUEL. THE LEFT FUEL TANK QUANTITY SENDING UNIT WAS FOUND ERRATIC, PRODUCING AN INFINITE THEN ZERO RESISTANCE THROUGH ITS TRAVEL FROM FULL TO EMPTY.
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: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 940 hours in all; 5 in this make and model; 68 in the last 90 days; 780 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,925 hours
- Last inspection: inspection type not recorded; 41 hours since
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: MKC Kansas City MO at 3:30 pm
- Destination: SUS St. Louis MO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 060° at 4 knots
- Visibility: 15 statute miles
- Sky: overcast at 25,000 ft; scat at 4,000 ft
- Temperature: 174°F (79°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 3:50 pm from COU, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.