N251JM

HISTORY OF FLIGHTOn December 26, 2013, about 1820 Pacific standard time, a Cessna 172K, N251JM, was destroyed when it impacted terrain while maneuvering near the Fresno Chandler Executive Airport (FCH), Fresno, California. The airplane was registered to a private individual and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The private pilot and his passenger sustained fatal injuries. Dark night visual meteorological conditions prevailed, and no flight plan was filed for the personal flight. The cross-country flight originated from Tehachapi, California at 1643, with an intended destination of FCH.

Information provided by the Federal Aviation Administration (FAA) revealed that the pilot was receiving Visual Flight Rules (VFR) flight following with Air Traffic Control (ATC). When the flight was about 10 miles south of the airport, the pilot notified ATC that he had the airport in sight. Subsequently, ATC canceled flight following and approved the pilot to change frequencies at 1802.

Multiple witnesses located adjacent to the accident site and airport reported observing the accident airplane enter the airport traffic pattern for runway 30. A witness located on the ramp area of the airport stated that the airplane initially captured his attention when it landed hard about midway down the runway, then proceeded to takeoff. Witnesses observed the airplane continue on a northwesterly heading and maneuver for landing on runway 12, where they observed the airplane flying at a high rate of speed about 10 to 15 feet above ground level (agl). The witnesses stated that the airplane entered a climb about three-quarters of the way down the runway and continued to the southwest where a series of turns were performed. Witnesses further stated that they then observed the airplane approach runway 30. Two witnesses located about mid-field on the airport reported observing the airplane fly along the runway about 100 feet agl, and noted that the left wing navigation light appeared to be inoperative. The witnesses stated that as the airplane neared the departure end of runway 30 at an altitude of about 400 feet agl, it rolled to the left and descended in a vertical attitude below their line of sight behind a row of hangars.

Review of airport security camera recordings revealed that 3 cameras, pointed at various locations on the airport, captured the lights of an airplane maneuvering over the runway, consistent with the accident airplane. The recordings depicted the runway lights turning on at 1811:54.

The first camera, located on the air traffic control tower, includes a view of the ramp, runway, and general area to the southeast. At 1813:44, lights of an airplane enter the right side of the cameras view angle, traveling towards the approach end of runway 30. The airplane was observed making a left turn, consistent with aligning with runway 30, and descending towards the runway. The airplane exited the view of the camera at 1814:29, at an altitude that appeared to be just above the runway surface. At 1816:58, the lights of the accident airplane traveled into view of the camera from the left, in an area consistent with runway 12, at a low altitude. The airplane appeared to enter a climb and continued on runway heading before initiating a left turn, and then traveled out of view of the camera at 1818:02. Lights of the airplane reappeared in the cameras view from the left at 1818:26. The airplane appeared to be in a descent, and in a right turn to align with runway 30. The airplane then continued to descend toward the runway. Two bright flashes from the airplane were observed 1819:23. The airplane continued to fly along the runway heading, and appeared to be in a climb until it traveled out of view of the camera at 1819:36.

A second camera, located adjacent to the airport administration building, includes a view of part of the runway, taxiway, airport administration building, and general area to the north. At 1814:24, lights of an airplane enter the camera view from the right side, at a low altitude, traveling on a heading consistent with runway 30. The lights of the airplane momentarily were blocked from view of the camera as they traveled behind the airport administration building, until they reappeared a short time later. The lights of the airplane appeared to be ascending above an area consistent with the runway, entered a right turn, followed by a left turn, until it exited the left side of the camera view at 1815:24. The airplane reappeared within the left side of the cameras view at 1816:37, and subsequently appeared to be in a right descending turn, aligned with runway 12. Lights consistent with the wing tip navigation lights (right wing) and the landing light on the left wing were observed. The airplane continued to descend out of view behind the airport administration building, and reappeared shortly thereafter in a climb from behind the administration building, until it exited the cameras view at 1817:03. At 1819:32, the airplane reentered the cameras view from the right, traveling along a heading consistent with runway 30. The airplane appeared to be in a level attitude before it entered a slight climb and a left turn. The airplane traveled out of the left side of the cameras view angle at 1820:02.

A third camera, located on the airport administration building, includes a view of the airport fuel pumps, runway, taxiway, air traffic control tower, and general area to the northwest. Review of the recorded video revealed that lights of an airplane entered the camera view at 1814:44 from the right side. The airplane's lights continued along runway 30, entered a climbing right turn, followed by a left turn, and then continued to travel outside of the cameras view at 1815:46. The airplane reappeared at 1816:04 on the left side of the cameras view. It then appeared to turn right and align with runway 12 while descending. The airplane continued traveling along runway 12 in a wings level attitude until it exited the cameras view at 1816:53. At 1819:50, the lights of the accident airplane entered the view of the camera from the right, and traveled on a heading consistent with runway 30 heading before a left turn was observed. Shortly thereafter, the lights of the airplane descended rapidly toward the ground. PERSONNEL INFORMATIONThe pilot, age 72, held a private pilot certificate with an airplane single-engine land rating. A third-class airman medical certificate was issued to the pilot on May 15, 2013, with the limitations stated "must possess glasses for near vision." The pilot reported on his most recent medical certificate application that he had accumulated 1,500 total flight hours. Review of the pilot's logbook, which was located within the wreckage, and was fire damaged, revealed that as of the most recent logbook entry, dated February 1, 2013, the pilot had accumulated a total of 1,459.34 total hours of flight time, of which 25.3 hours were at night. The pilot's most recent flight review was completed on January 22, 2013.

A witness located at the pilot's home airport reported that approximately 3 weeks prior to the accident, about 1900 local time (after sunset), he heard the pilot flying within the airport traffic pattern for about 30 minutes. The witness started his vehicle, and observed the accident pilot about 20 feet above the ground, landing on runway 11 at the Tehachapi Airport. The witness observed landing light coming towards his location on runway 29 and queried the pilot using a hand held radio if he was coming to his hangar, since his normal parking area was in the opposite direction. The pilot replied "…no, I am trying to find the taxi way." The witness stated that he asked the pilot what he meant by "…trying to find the taxiway," and the pilot responded, "I can't find the exit off the runway." The witness instructed the pilot to remain in his current location. He then utilized his vehicle headlights to illuminate the taxiway, and assisted the pilot to exit off of the runway. The witness further stated that the pilot taxied off the runway, said thanks, and continued to parking. He added that at the time, the runway and taxiway lights were illuminated. AIRCRAFT INFORMATIONThe four-seat, high-wing, fixed-gear airplane, serial number (S/N) 17259188, was manufactured in 1970. It was powered by a Lycoming O-320-E2D engine, serial number L-28066-27A, rated at 150 horsepower. The airplane was also equipped with a fixed pitch propeller.

Review of the airframe and engine logbooks revealed that the most recent annual inspection was completed on January 11, 2013, at a tachometer time of 1,050.4 hours, airframe total time of 3,706.1 hours, and an engine time since major overhaul of 876.2 hours. METEOROLOGICAL INFORMATIONA review of recorded data from the Fresno Yosemite International Airport (FAT) automated weather observation station, located 6 miles northeast of the accident site, revealed at 1953, conditions were wind from 320 degrees at 3 knots, visibility 5 miles, haze, clear sky, temperature 10 degrees Celsius, dew point 3 degrees Celsius, and an altimeter setting of 30.24 inches of mercury. AIRPORT INFORMATIONThe four-seat, high-wing, fixed-gear airplane, serial number (S/N) 17259188, was manufactured in 1970. It was powered by a Lycoming O-320-E2D engine, serial number L-28066-27A, rated at 150 horsepower. The airplane was also equipped with a fixed pitch propeller.

Review of the airframe and engine logbooks revealed that the most recent annual inspection was completed on January 11, 2013, at a tachometer time of 1,050.4 hours, airframe total time of 3,706.1 hours, and an engine time since major overhaul of 876.2 hours. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site revealed that the airplane impacted terrain about 490 feet southwest of the departure end of runway 30. The airplane came to rest upright on an appro...