Accident Overview
On March 1, 2017, at approximately 1250 Pacific standard time, a Bellanca 17-30A, registration N39894, experienced a loss of engine power shortly after departing from Carson Airport (CXP) in Carson City, Nevada. The pilot, who was the sole occupant, sustained serious injuries, while the aircraft incurred substantial damage to both wings. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. At the time of the report, the pilot was unable to provide a statement or complete the required accident report form.
Witness Account
A witness reported observing the airplane take off normally, although the landing gear remained extended. When the airplane reached the end of the runway at an altitude no higher than 300 feet, the engine sounded as if it decreased to idle power. The aircraft then executed a right 180-degree turn and descended rapidly before impacting the ground.
Postaccident Examination
Postaccident examination of the airframe revealed continuous control continuity throughout. Control continuity was also established from the cabin to the throttle, mixture, and propeller controls. The fuel lines were intact from the engine to the firewall and from the wing tanks to the fuselage; remaining lines were inaccessible due to airframe damage. Air was blown from the engine-driven fuel pump inlet line aft through the fuel selector, and air and fuel exited the left wing fuel tank outlet line. With no obvious anomalies found on the airframe or engine, the engine was shipped to Continental Motors for test cell evaluation.
Engine and Fuel System Examination
In the test cell, the engine started normally and ran at 1,200 RPM with no issues. When power was increased to 2,100 RPM, the engine operated inconsistently with fluctuating fuel pump pressure. After approximately 30 seconds, the engine stabilized. A magneto check showed no abnormalities. Power was increased to 2,400 RPM momentarily, then to full power, and the engine continued to operate normally. Several abrupt power changes between idle and full power produced no anomalies. Unable to replicate the inconsistent running, the engine was shut down and removed from the test cell.
Fuel components were removed from the engine. Disassembly of the fuel manifold valve revealed rust and corrosion on the screen and lower housing. The plunger also exhibited rust. The diaphragm was removed, and a small amount of fuel was found on the "dry" side of the valve; the vent from that section was clear of debris.
Maintenance History
Maintenance logbook entries showed three annual inspections over about eight years, totaling 73 hours of tach time, averaging nine hours per year. The pilot's wife reported that the airplane was purchased in 2002 and had been stored in a hangar for most of their ownership. Approximately 1.5 years before the accident, the airplane underwent an annual inspection and new paint, completed on February 24, 2017. After maintenance, the pilot ran the engine on the ground for about 45 minutes with no anomalies. The accident flight was the first flight after maintenance.
According to a Continental Motors representative, the fuel manifold valve is generally not disassembled by mechanics in the field and rarely causes issues. If fuel problems are suspected, the troubleshooting section of the Continental Motors Standard Practices Manual directs mechanics to isolate the issue; if the fuel manifold is identified, it should be removed and sent to an overhaul facility or replaced.