N6511N

HISTORY OF FLIGHT

On May 20, 2005, at an undetermined time between 1030 and 1500 Pacific daylight time a Bellanca 14-13-3, N6511N, impacted a hilltop while cruising about 1.7 nautical miles (nm) east of Caliente, California. The airplane was destroyed. The two occupants on board were fatally injured, and they both held commercial pilot certificates. The airplane was owned and operated by one of the pilots. The second pilot was also an aviation mechanic. Instrument meteorological conditions prevailed in the vicinity of the accident site. The personal flight was performed under the provisions of 14 CFR Part 91, and no flight plan had been filed. The pilots' intended destination was Tehachapi, California, about 75 nm southeast of Exeter, California. The flight originated from the Thunderhawk Field, Exeter, at an undetermined time between 1015 and 1315. (The departure and accident times listed in the National Transportation Safety Board's Accident Data Management System (ADMS) form are estimated.)

A certified flight instructor (CFI) reported to the Safety Board investigator that she co-owned the Exeter Airport, which was uncontrolled. On May 20, at 1015, she had observed the airplane at Exeter, and she spoke with its owner. Thereafter, she took off for a flight to San Diego. The CFI stated that the accident airplane was no longer at Exeter upon her return at 1315.

According to the CFI, since October 24, 2004, the airplane had been located at Exeter for repairs resulting from the pilot-owner's gear up landing at the airport. The CFI stated the mishap occurred when the pilot-owner was low on fuel and mistook Exeter for Porterville, a neighboring airport. During the following months, the pilot and his mechanic had made several trips from Tehachapi, where the airplane was based, to Exeter. The purpose of the trips was to perform repairs to the pilot's airplane. The accident flight was the first following the repairs.

No witnesses reported observing the accident. When the accident pilots did not arrive home, concerned parties initiated a search. The wreckage was located the following day on upsloping hilly terrain, about 12 nm northwest of Tehachapi.

PERSONNEL INFORMATION

Pilot, Airplane Owner.

The pilot was the registered owner of the airplane, and he held a commercial pilot certificate with the following ratings and limitations: airplane single and multiengine land, airplane single engine sea.

The only logbook provided to the Safety Board investigator for review was a logbook entitled "#3." It bore the pilot's name. The logbook included a record of the pilot's flying activities from February 28, 1998, through October 24, 2004, which was the last entry. No evidence of a flight review or any flying endorsement was listed.

Regarding the "Type of Pilot Time" listing, all flights were logged in this section as either having been performed as "Pilot In Command Including Solo" or the type of flying was left blank. All entries from January 10, 1999, through June 30, 2002, were logged as being "Pilot In Command." No "Dual Received" flight hours or certified flight instructor certificate numbers/names were listed in the logbook.

The last 45 entries recorded in the logbook covered the timeframe from June 20, 2004, through October 24, 2004. During this period, the pilot logged about 30 hours of flight time. All of the entries indicated the airplane used was N6511N.

A review of Federal Aviation Administration (FAA) medical records indicated that on December 16, 1992, the pilot reported to the FAA that his total flight time was 775 hours. He indicated having flown 50 hours during the previous 6 months. No more recent record indicating the pilot's flight time or currency was located.

An acquaintance of the pilot reported to the Safety Board investigator that during the 2-year period immediately preceding the May 20, 2005, airplane accident, she had ridden in the pilot's airplane as a passenger while he flew it. No other persons were in the airplane during the flight. The flight was performed from the Tehachapi Airport. The acquaintance further reported that the pilot had also taken her son flying on two occasions during the past couple of years.

According to FAA airman records, the pilot was issued a private pilot certificate in 1957. In the pilot's personal effects found at the crash site were the following items: (1) the pilot's FAA commercial pilot certificate bearing a last issuance date of April 13, 1959; (2) a biennial flight review card indicating completion of a BFR on November 12, 1990, and a third-class aviation medical certificate bearing a December 16, 1992, examination date and the statement "not valid for any class after May 31, 1994."

The pilot's flight hours listed in the Safety Board's "Accident Data Management System" (ADMS) Flight Time Matrix for this factual report was estimated.

Pilot, Airplane Mechanic.

In 1970, the pilot was issued a private pilot certificate. Subsequently, the pilot obtained a commercial pilot certificate with the following ratings: airplane single engine land, and airplane multiengine land. In addition, the pilot held a mechanic certificate with an airframe and powerplant rating, issued in 1992.

On applications for FAA medical certificates, the pilot reported that his total flight time was 2,000 hours in 1979. In 1983, he reported that his total flight time was 3,000 hours, and he indicated having flown 10 hours during the preceding 6 months.

In 1991, the pilot again reported that his total flight time was 2,000 hours. Between 1992 and 2000, the pilot's flight time was variously reported as being between 2,040 and 3,500 hours. However, during this period he indicated that his flying time during each of the 6-month periods that preceded his medical certificate application ranged from zero to a maximum of 20 hours. The pilot's recent flying experience was not ascertained. The pilot's flight hours listed in the Safety Board's ADMS Flight Time Matrix for this factual report was estimated.

AIRCRAFT INFORMATION

The Bellanca model 14-13-3 airplane, serial number 1630, was manufactured in 1949. The airplane was equipped with dual flight controls. It could be flown from either of the front seats.

No maintenance records were provided to the Safety Board investigator for examination. According to the CFI at the Exeter Airport, the pilot's airplane had been parked there for several months while undergoing maintenance.

METEOROLOGICAL INFORMATION

According to the CFI, when she departed Exeter at 1015, and upon her return at 1315, the weather over Exeter was essentially the same. The airport's elevation is 340 feet mean sea level (msl). There was a broken sky condition with clouds based between 2,000 and 3,000 feet msl. The visibility was between 8 and 10 miles.

Another pilot reported to the Safety Board investigator that about 1400 he had landed at Tehachapi. At the time, the sky condition (overhead) was clear. There appeared to be an overcast cloud layer in the Bakersfield area of the San Joaquin Valley, and scattered clouds were approaching the Tehachapi airport from the west. The pilot additionally reported that within 10 minutes of securing his airplane, he was unable to see the end of the runway. At this time another airplane that had been approaching to land diverted to a nearby airport. During the next 2 hours, the haze and scattered cloud layer moved over and then away from the airport environment.

About 1500, a motorist was driving in a northwesterly direction on Highway 58 and was located between 5 and 12 miles northwest of Tehachapi. The motorist reported that he held a private pilot certificate and was employed as a civil engineer. According to the motorist the roadway "was foggy," and his visibility was at most 1 mile. The motorist stated his approximate elevation was 3,000 feet msl. The motorist stated that he heard a low flying airplane, with a "normal" sounding engine cruise over his vehicle. The motorist estimated that the airplane was about 200 feet above the highway, but he did not see it because of the weather condition.

The closest aviation weather observation station to the accident site was located at the Bakersfield Meadows Field, about 24 nm west of the accident site. The elevation at Bakersfield is 507 feet msl. In pertinent part, the following sky condition was reported during the 7-hour period from 0954 through 1654 Pdt:

0954 Overcast at 1,700 feet, above ground level (agl)

1054 Overcast at 1,700 feet, agl

1154 Overcast at 1,700 feet, agl

1254 Overcast at 1,900 feet, agl

1354 Overcast at 2,700 feet, agl

1454 Overcast at 3,100 feet, agl

1554 Overcast at 3,900 feet, agl

1654 Overcast at 4,300 feet, agl

Airports located east and south of Tehachapi reported a clear sky condition during the 7-hour period from 0954 through 1654.

COMMUNICATION

The FAA reported that it reviewed facility records along the flight route between Exeter and Tehachapi. No evidence was found of any communications or services rendered to the accident airplane/pilots.

WRECKAGE AND IMPACT INFORMATION

The Safety Board investigator's on-scene examination of the accident site and airplane wreckage revealed evidence of an initial point of impact (IPI) on near level hilly terrain, at an approximate elevation of 2,380 feet msl. The GPS coordinates for the IPI are approximately 33 degrees 17.335 minutes north latitude by 118 degrees 35.622 minutes west longitude. The IPI was within a few feet from the hilltop.

The IPI was noted by the presence of an approximate 6-inch wide by 10 feet long and 4-inch deep (maximum) depression in the firm grass-covered dirt terrain. The depression was oriented in a westerly direction toward the main wreckage area. An estimated 3-inch-deep laceration in the soil, perpendicular to the westerly ground swath was observed a few yards southwest of th...