The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Minneapolis, Minnesota
Continental Motors; Mobile, Alabama
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Bel Vik LLC: http://registry.faa.gov/N4204B
Accident Number: CEN17LA058
Date & Time: 12/18/2016, 1500 CST
Registration: N4204B
Aircraft: BELLANCA 17 30A
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal
On December 18, 2016, about 1500 central standard time, a Bellanca 17-30A airplane, N4204B, was substantially damaged during a forced landing near Blaine, Minnesota. The pilot was not injured. The airplane was registered to and operated by Bel Vik LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the flight, which departed about 1420 from Range Regional Airport (HIB), Hibbing, Minnesota, and was destined for Flying Cloud Airport (FCM), Minneapolis, Minnesota.
The pilot stated the airplane was launched from a heated hangar at FCM. After landing at HIB, two passengers were deplaned. The airplane remained on the ground at HIB about 15 minutes, with no fuel added. During departure from HIB, the temperature was minus 6 degrees F.
While in cruise flight at 2,500 ft msl, at an estimated temperature of minus 10 degrees F, the engine lost power. After the pilot switched fuel tanks and turned on the fuel boost pump, engine power was restored. Due to uncertainty with fuel status, the pilot diverted towards Anoka County–Blaine Airport (ANE), Blaine, Minnesota. Approaching ANE, the engine began to knock and subsequently seized. The pilot executed a forced landing onto a road, during which the airplane's left wing impacted a sign.
Examination of the engine at the accident site revealed the top portion of the right and left crankcases were broken, with crankcase material missing and damaged internal engine components visible, including a fractured connecting rod cap. The engine breather tube was frozen over, with no alternate breather hole present. The propeller shaft seal was partially protruded. The engine, which has a normal oil capacity of 12 quarts, contained about 5 quarts of oil. Most of the oil loss occurred through the holes in the crankcase, with some oil loss through propeller shaft seal.
The engine was shipped to the Continental Motors facility at Mobile, Alabama. Examination revealed all rocker arms and shafts were undamaged and all valves were intact, with normal combustion signatures. The induction components, ignition components, and fuel pump were not damaged. The fuel pump was bench tested and performed within specifications.
Internal engine damage did not allow for rotation of the crankshaft. Following split of the crankcase, the Nos. 3 and 4 cylinder skirts were found to be mechanically damaged by internal components, with the Nos. 3 and 4 pistons wedged in their respective cylinders. Both crankcase halves were internally damaged by rotating components. The Nos. 3 and 4 connecting rods were damaged, with their respective rod caps separated. The remaining four connecting rods were not damaged. The Nos. 1, 2, 5, and 6 connecting rod bearings exhibited overlay fatigue, dirt embedment and corrosion. The No. 3 and 4 connecting rod bearings displayed significant heat distress and severe damage.
The crankshaft's No. 4 connecting-rod journal was severely damaged due to heat distress. The oil galleys and transfer tubes were examined with additional lighting, which revealed that no blockages were present. Each of the five main bearings were intact, with an insignificant amount of contamination. The transfer collar exhibited normal operation patterns.
The oil cooler was not damaged and the oil system vernitherm (thermostat) was removed and tested, with normal results. The oil pressure relief valve had evidence of an unapproved sealant on the oil pressure relief valve body. The engine was equipped with a reusable oil screen, versus a spin-on full flow oil filter. The reusable oil screen contained ferrous and non-ferrous metal contaminants.
The recommended oil change interval for an engine with a reusable oil screen was every 25 hours or 4 months, according to Continental Motors Standard Practices Publications. A review of logbooks prior to 2011 revealed a history of erratic oil changes, including intervals of 45, 48, 66, 80, and 84 hours.
The airplane was involved in a hard landing in 2011 and was not flown for about 5 years. After purchase by the current owner, an annual was performed on February 1, 2016, and an oil change occurred on August 8, 2016. Phillips 20-50WC oil, which has a pour point of minus 27 F, was utilized for both the annual and subsequent oil change.
Pilot Information
Certificate: Flight Instructor; Commercial
Age: 63, Male
Airplane Rating(s): Multi-engine Land; Multi-engine Sea; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 12/04/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 05/01/2015
Flight Time: 3742 hours (Total, all aircraft), 60 hours (Total, this make and model), 3547 hours (Pilot In Command, all aircraft), 3 hours (Last 90 days, all aircraft), 2 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Manufacturer: BELLANCA
Registration: N4204B
Model/Series: 17 30A
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 75-30753
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 02/01/2016, Annual
Certified Max Gross Wt.: 3325 lbs
Time Since Last Inspection: 51 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2955 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: C91 installed, not activated
Engine Model/Series: IO 520 SERIES
Registered Owner: On file
Rated Power: 300 hp
Operator: On file
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KANE, 912 ft msl
Observation Time: 1445 CST
Distance from Accident Site: 4 Nautical Miles
Direction from Accident Site: 220°
Lowest Cloud Condition:
Temperature/Dew Point: -19°C / -27°C
Lowest Ceiling: Broken / 25000 ft agl
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 7 knots, 190°
Visibility (RVR):
Altimeter Setting: 30.44 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: HIBBING, MN (HIB)
Type of Flight Plan Filed: None
Destination: MINNEAPOLIS, MN (FCM)
Type of Clearance: VFR Flight Following
Departure Time: 1420 CST
Type of Airspace:
Wreckage and Impact Information
Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 45.195556, -93.162778
NTSB Identification: CEN17LA058
14 CFR Part 91: General Aviation
Accident occurred Sunday, December 18, 2016 in Blaine, MN
Aircraft: BELLANCA 17 30A, registration: N4204B
Injuries: 1 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On December 18, 2016, about 1500 central standard time, a Bellanca 17-30A airplane, N4204B, was substantially damaged during a forced landing near Blaine, Minnesota. The pilot was not injured. The airplane was registered to and operated by Bel Vik LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the flight, which departed about 1420 from Range Regional Airport (HIB), Hibbing, Minnesota and was destined for Flying Cloud Airport (FCM), Minneapolis, Minnesota.
The pilot stated he was returning to FCM after dropping off two passengers at HIB. While in cruise flight, the engine lost power. After the pilot switched fuel tanks and turned on the fuel boost pump, engine power was restored. Due to uncertainty with fuel status, the pilot diverted towards Anoka County–Blaine Airport (ANE), Blaine, Minnesota. Approaching ANE, the engine began to knock and subsequently seized. The pilot executed a forced landing onto a road, during which the airplane's left wing impacted a sign.
Examination of the airplane by Federal Aviation Administration (FAA) inspectors revealed significant damage to the engine, including a fractured piston rod cap and counterweights. The engine was retained for further examination and teardown.
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