Bellanca 17-30A accident near Kent, Washington, December 4, 1994
On December 4, 1994 at about 11:40 pm local time, a Bellanca 17-30A, registered N39852, was substantially damaged in an accident near Kent, Washington. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FUEL STARVATION DUE TO THE UNPORTING OF THE USEABLE FUEL SUPPLY, AND THE PILOT'S FAILURE TO FOLLOW THE AIRPLANE'S PUBLISHED ENGINE STARTING PROCEDURES AFTER THE LOSS OF FUEL FLOW DURING DESCENT. FACTORS CONTRIBUTING TO THE ACCIDENT ARE THE PILOT'S LACK OF FAMILIARITY WITH THE AIRPLANE, AND A BERM.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 4, 1994 · about 11:40 pm local time
- Place
- Kent, Washington · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-30A · all 17-30As on the register
- Registration
- N39852 · no longer on the register · serial 73-30517
- 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 THE FUEL-INJECTED ENGINE SUDDENLY LOST POWER WHILE THE AIRPLANE WAS DESCENDING THROUGH 3,000 FEET MSL FOR LANDING. THINKING THAT HE HAD DEPLETED ONE OF THE AIRPLANE'S FUEL TANKS, HE SWITCHED TANKS AND ATTEMPTED TO RESTART THE ENGINE WITHOUT ACTIVATING THE FUEL BOOST PUMP AS PER THE AIRPLANE FLIGHT MANUAL. THE ENGINE DID NOT START AND THE AIRPLANE WAS FORCE LANDED. IT IMPACTED A BERM AND WAS SUBSTANTIALLY DAMAGED. EVIDENCE OF SOME USABLE FUEL WAS FOUND IN BOTH TANKS. AN ESTIMATED 55 GALLONS OF FUEL WAS CONSUMED SINCE THE AIRPLANE WAS LAST REFUELED; THE AIRPLANE HOLDS 60 GALLONS OF USABLE FUEL. NO STANDING FUEL WAS FOUND IN ANY OF THE ENGINE FUEL COMPONENTS. ACCORDING TO THE AIRPLANE MANUFACTURER, THE 'CRITICAL ATTITUDE' FOR DETERMINING USABLE FUEL QUANTITY IS 'NOSE DOWN.' AN EXAMINATION OF THE ENGINE DID NOT REVEAL EVIDENCE OF ANY MECHANICAL DEFICIENCIES. THE AIRPLANE HAD PREVIOUS DISCREPANCIES WITH ITS FUEL SYSTEM, BUT THEY WERE RESOLVED PRIOR TO THE ACCIDENT.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 20,000 hours in all; 50 in this make and model; 140 in the last 90 days; 59 in the last 30 days; 20,000 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,678 hours
- Last inspection: annual inspection, July 7, 1994; 15 hours since
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-K1B (piston); 0 hours total
The flight
- Departed from: WA21 Electric City WA at 11:00 pm
- Destination: S36 Kent WA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 350° at 8 knots
- Visibility: 20 statute miles
- Sky: scat at 25,000 ft
- Temperature: 34°F (1°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 11:50 pm from SEA, 14 miles away
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.
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.