Amateur-built WAG-A-BOND accident near Benton City, Washington, August 21, 1994
On August 21, 1994 at about 4:05 pm local time, a amateur-built WAG-A-BOND, registered N47AT, was substantially damaged in an accident near Benton City, Washington. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FUEL STARVATION AND INADEQUATE COMPENSATION FOR WIND CONDITIONS. A FACTOR TO THE ACCIDENT WAS SOFT TERRAIN.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 21, 1994 · about 4:05 pm local time · cases in 1994
- Place
- Benton City, Washington · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built WAG-A-BOND
- Registration
- N47AT · registry record · serial 147
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE DESCENDING TO THE AIRPORT, THE PILOT STATED THAT THE ENGINE LOST POWER. THE PILOT INITIATED A FORCED LANDING TO A DIRT ROAD; HOWEVER, DUE TO STRONG WINDS AT THE SURFACE, THE AIRPLANE DRIFTED OFF THE ROAD AND LANDED IN AN OPEN FIELD. DURING THE LANDING ROLL, THE AIRPLANE NOSED OVER ON THE SOFT DIRT. THE PILOT REPORTED THAT THERE WERE NO MECHANICAL FAILURES OR MALFUNCTIONS WITH THE ENGINE, BUT THAT HE SUSPECTED FUEL STARVATION THAT RESULTED IN THE LOSS OF ENGINE POWER.
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: 556 hours in all; 445 in this make and model
- Medical certificate: None (invalid medical for flight)
- Seat: left
The aircraft
- Airframe total time: 444 hours
- Last inspection: annual inspection, July 20, 1994; 10 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2C (piston); 0 hours total
The flight
- Departed from: 59S Vancouver WA at 3:00 pm
- Destination: S98 Kennewick WA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 12 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
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.
Connections how this case links to the rest of the register
- N47AT on the register today · the tail number may have moved to another aircraft since
- Engine: Lycoming O-320-A2C 1 aircraft carry this series today · as the NTSB recorded it
- Accidents and incidents in Washington 2,713 since 1982 · 362 in the last ten years
- Washington 10,644 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/SEA94LA217.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.