# NTSB WPR12LA394: Bellanca 14-19-3, N1299R, Healdsburg, CA, August 30, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 30, 2012, 12:00 local (19:00 UTC) - Place: Healdsburg, CA - Coordinates: 38.6525, -122.898612 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.6525&lon=-122.8986&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report July 23, 2013 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration, Continental Motors Inc. - NTSB case key (mKey): 84894 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR12LA394 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/84894/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=84894 - Page: https://openairdocs.org/ntsb/WPR12LA394 ## Probable cause The loss of engine power during cruise flight due to the failure of the engine-driven fuel pump as a result of unidentified debris within the vapor return jet. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine fuel and control: fuel pump](https://openairdocs.org/ntsb-findings/01057314): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Bellanca 14-19-3, 1 case](https://openairdocs.org/ntsb-findings/01057314/cases.md?model=3080106), [All aircraft, 34 cases](https://openairdocs.org/ntsb-findings/01057314/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Bellanca 14-19-3, 2 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=3080106), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Enroute-cruise: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Bellanca 14-19-3, 2 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=3080106), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The pilot reported that during cruise flight, the engine lost power, and he performed the emergency procedures; however, the engine would not restart. The pilot then performed a forced landing to an open field. During the landing roll, the nose gear collapsed. Postaccident examination of the engine revealed that the fuel pump would not pump fuel when the driveshaft was actuated. Further, during testing, the fuel pump did not produce adequate pressure without the test bench priming pump in operation. The fuel pump was removed and disassembled, and unidentified pliable debris was found in the vapor return jet. The debris was removed from the vapor return jet, and the fuel pump was reassembled. Following reinstallation on the test bench, the fuel pump was found to operate and produced pressure in excess of the manufacturer specifications. It is likely that the debris restricted the fuel flow and the engine subsequently lost power. Due to the compromise of the fuel system during the accident, the source of the debris could not be determined. ## Factual narrative On August 30, 2012, about 1200 Pacific daylight time, a Bellanca 14-19-3, N1299R, sustained substantial damage during a forced landing following a loss of engine power near Healdsburg, California. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and passenger were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The local flight originated from Santa Rosa, California at about 1130. In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge, the pilot reported that during cruise flight, the engine lost power. The pilot performed emergency procedures, however, the engine would not restart, and he initiated a forced landing to an open field. During the landing roll, the nose gear collapsed. Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the right wing sustained substantial damage. The inspector noted that the throttle and mixture controls were full forward, the magnetos and battery were in the off position, flaps up, and the landing gear handle was in the "down" position. The inspector further noted that the fuel selector valve was in the left main position and the fuel pump was in the off position. The inspector stated that when he asked the pilot if the fuel boost pump was used following the loss of engine power, the pilot replied that he could not remember. The FAA inspector examined the airplane in a hangar once it was recovered from the field. Rotational continuity was established throughout the engine and valve train. Fuel was observed throughout the fuel system. Both the left and right magnetos produced spark when rotated by hand. The inspector removed the engine driven fuel pump and connected a hand drill to the drive shaft, with a fuel inlet line submerged within a container of fuel. When the drill was actuated, no fuel expelled from the fuel pump outlet. The fuel pump was retained for further examination. Examination of the fuel pump at the facilities of Continental Motor's Inc., Mobile, Alabama, under the supervision of an NTSB investigator revealed that the drive coupling and drive shaft were severely worn. Manual manipulation of the fuel pump drive coupling while installed in the drive shaft resulted in free rotation with no binding and no internal resistance noted. The fuel pump was placed on the test bench and run through a variety of RPM/Fuel Flow/Fuel Pressure tests. The fuel pump did not produce pressure without the test bench priming pump in operation. Fluid originally poured from the vapor return line during original bench test, but then turned sporadic, before stopping completely. The fuel pump was removed from the test bench and disassembled; pliable debris was observed on the vapor return jet. The debris was removed and the jet was cleaned. The fuel pump was again placed on the testbench and ran through the same tests. The pump produced adequate pressure, but then displayed the same characteristics as it did during the first test. The vapor return jet was removed from the fuel pump while the pump was installed on the test bench. Additional debris was found on the jet orifices. The vapor return jet was cleaned and the pump was run on the test bench without the vapor return jet installed to flush out any additional debris. After a few minutes of flushing the fuel pump, the vapor return jet was reinstalled and the pump was run through the entire set of RPM/Fuel Flow/Fuel Pressure tests. With the debris removed, the pump provided pressures in excess of that required by specifications. The source of the debris was not identified. The airplane maintenance records were not obtained during the investigation. ## Aircraft - Registration: [N1299R](https://openairdocs.org/deregistered/N1299R-2018-01-02), registration cancelled 2018-01-02, S/N 4341, built 1968 (OpenAirDocs) - Reported make and model: BELLANCA 14-19-3 - Registry model: [Bellanca 14-19-3](https://openairdocs.org/model/bellanca-14-19-3) (registry code 3080106) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 4341 - Airframe hours: 3015 - Engines: CONT MOTOR IO-470 SERIES 260 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 15, 2012 - Departed: STS, Santa Rosa, CA - Destination: STS, Santa Rosa, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 66; injuries: none; commercial; airplane ratings: multi-engine land, single-engine land, multi-engine sea, single-engine sea; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review September 2, 2011; seat: left; flight hours: 20,000 total, 200 in this make and model, 19,900 as pilot in command, 150 in the last 90 days, 100 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 190° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 54 °F - Altimeter: 29.77 inHg - Observed at: STS, 7 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20120830020769A](https://openairdocs.org/incident/20120830020769A), Aug 30, 2012: Bellanca 14-19-3, Healdsburg, CA, Substantial damage. Performing touch and goes at the cloverdale, CA airport (O60). While enroute back to santa rosa, CA airport (sts) the engine quit. Aircraft force landed in a… ## Other investigations on N1299R (2) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB FTW95LA242](https://openairdocs.org/ntsb/FTW95LA242), Jun 13, 1995: Bellanca 14-19 (N1299R), Fort Stockton, TX, substantial damage. Probable cause: THE PILOT'S IMPROPER POSITIONING OF THE FUEL SELECTOR TO A TANK WITH UNUSABLE FUEL. A FACTOR WAS THE LACK OF SUITABLE TERRAIN FOR THE FORCED LANDING. - [NTSB CHI71FGG08](https://openairdocs.org/ntsb/CHI71FGG08), Jul 19, 1970: Bellanca 14-19 (N1299R), Athens, OH, incident, minor damage ## Docket (5 files) The files NTSB released with the investigation on May 23, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=84894. 1.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 662 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390177&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Evidence Control Form (item 2, .PDF, 183 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390181&FileExtension=.PDF&FileName=Evidence%20Control%20Form-Redacted.PDF - FAA Inspector Statement (item 3, .PDF, 114 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390178&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Reports from Parties to the Investigation - Continental Motors Inc. (10 Embedded Images) (item 4, .PDF, 10 photos, 213 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390179&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20Continental%20Motors%20Inc.%20(10%20Embedded%20Images)-Master.PDF - Statement of Party Representatives to NTSB Investigation - Continental Motors Inc. (item 5, .PDF, 360 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390180&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation%20-%20Continental%20Motors%20Inc.-Redacted.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.