Bellanca 17-31ATC accident near El Cajon, California, April 29, 2024
On April 29, 2024 at about 1:15 am local time, a 1973 Bellanca 17-31ATC, registered N8800V, was substantially damaged in an accident during enroute (cruise) near El Cajon, California (Gillespie Fld airport). 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
Maintenance personnel’s improper installation of an engine-driven vacuum pump, which resulted in oil starvation to the engine and a subsequent total loss of engine power. Contributing to the accident was the A&P IA’s lack of supervision.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 29, 2024 · about 1:15 am local time · cases in 2024
- Place
- El Cajon, California · Gillespie Fld · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Bellanca 17-31ATC, built 1973 · all 17-31ATCs on the register
- Registration
- N8800V · registry record · serial 74-31085
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a test flight following the completion of an annual inspection. During the takeoff climb, the pilot observed an abnormal oil pressure indication and elected to return to the airport. While returning to the airport, the engine sustained a complete loss of oil pressure followed by a loss of all power. Unable to maintain altitude, the pilot elected to make an off-airport landing to a nearby road. During the landing, the airplane struck a power line and a utility pole before it impacted the ground and came to rest upright. A serviceable engine-driven vacuum pump had been installed on the airplane about 25 days before the accident by a mechanic trainee. After the installation, an engine test ground run was completed and the airplane was returned to service. A mechanic with airframe, powerplant, and inspection authorization (A&P IA) was present but did not verify that the engine-driven vacuum pump had been properly installed or set to any specific torque value. Postaccident examination of the engine revealed a crack in the engine case between cylinder Nos. 5 and 6, as well as no presence of oil in the oil sump. Internal thermal discoloration and damage identified during the engine teardown were consistent with lubrication deprivation. Additionally, the engine-driven vacuum pump remained attached to but not secured to its mounting pad. All four of the mounting studs were loose, which allowed for forward and aft movement, or “play,” in the vacuum pump of about 1/8 inch with minimal resistance. The vacuum pump accessory mounting pad has a drilled passage that can supply pressurized lubricating oil. In the accident installation, this oil passage was blocked off by mechanical clamping force and a gasket. Absent sufficient clamping force, the oil would leak out until the oil sump is depleted of oil.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng oil sys › Malfunction other cases naming the engine
- Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Maintenance personnel
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Last flight review: March 24, 2023
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,999 hours
- Last inspection: annual inspection, April 3, 2024
- Maximum gross weight: 3,325 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-K1E5 (piston); 3,999 hours total
The flight
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 260° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 48°F (9°C)
- Altimeter: 29.93 inHg
- Observation at 6:23 pm from KSEE, 2 miles away
Weather report (METAR): KSEE 290123Z 26007KT 10SM SKC 21/09 A2993
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Connections how this case links to the rest of the register
- N8800V on the register today · the tail number may have moved to another aircraft since
- Bellanca 17 Viking 628 registered today · the model family and its accident history
- Bellanca 2,699 aircraft on the register
- Engine: Lycoming IO-540-K1E5 5 aircraft carry this series today · as the NTSB recorded it
- Gillespie Field · nearest airport
- Accidents and incidents in California 9,080 since 1982 · 1,096 in the last ten years
- California 28,279 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR24LA135.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.