Bellanca 17-30A accident near Farmingdale, New Jersey, March 12, 2007
On March 12, 2007 at about 9:59 am local time, a Bellanca 17-30A, registered N404CT, was substantially damaged in an accident near Farmingdale, New Jersey (Monmouth Executive airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to verify the amount of fuel onboard before takeoff. Factors in the accident were the airplane being under fueled, the refueler's experience, the airplane's inoperative fuel gauges, unsuitable terrain for landing, and night lighting conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 12, 2007 · about 9:59 am local time
- Place
- Farmingdale, New Jersey · Monmouth Executive · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-30A · all 17-30As on the register
- Registration
- N404CT · no longer on the register · serial 73-30562
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot asked the certificated airline transport pilot (ATP) to take the controls while the pilot/owner attempted an unsuccessful engine restart. The ATP executed a forced landing to uneven terrain, and the airplane incurred substantial damage. Postaccident examination of the airplane revealed an absence of fuel, even though 40 gallons were ordered, and paid for by the pilot/owner at the last refueling stop, about 45 nautical miles away. At the refueling stop, the pilot/owner asked a passenger to show the refueler the location of the fuel caps. The refueler only had experience pumping jet fuel to single point aircraft. Per the refueler's request, the passenger advised him when 40 gallons was pumped. The refueling took place in a dark area, and the light for the fuel truck meter was inoperative. The passenger misread the meter, and instead of receiving 40 gallons of fuel, the airplane received 4 gallons. The mistake was noted by another FBO employee after the airplane had departed, but he was unable to contact the pilot/owner. The airplane's fuel gauges were inoperative, and indicated half full, even when empty. Neither pilot visually confirmed the amount of fuel onboard prior to takeoff.
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: 750 hours in all; 550 in this make and model; 15 in the last 90 days
- Medical certificate: Class 3
- Injury: no injuries
Flight instructor
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,600 hours in all; 200 in this make and model; 170 in the last 90 days
- Medical certificate: Class 1
The aircraft
- Airframe total time: 3,587 hours
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: ACY Atlantic City NJ
- Destination: FRG Farmingdale NY
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 290° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 30°F (-1°C), dew point 16°F (-9°C)
- Altimeter: 30.30 inHg
- Observation at 9:55 am from BLM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 1 | 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.