Woodfords, CA, USA
N8634
Bellanca 7GCBC
The airplane stalled and descended to ground impact while turning in high wind conditions close to the ground. One witness said that the airplane was flying directly into the strong winds that were out of the southwest at 25 to 30 knots. He believed the airplane's ground speed was in the 40-knot range as it appeared to be following a road at about 200 feet above ground level (agl). The airplane began a left turn with a gentle bank that increased slowly to around 45 degrees of bank. As the aircraft reached about 100 degrees of turn, it started to drop. As the turn continued, the aircraft's tail began yawing back and forth as the right wing continued to drop. The aircraft then descended into the trees at a 45-degree nose down attitude. Based on temperatures, elevations, and station pressures of nearby weather reporting facilities, the density altitude was computed to be around 7,300 feet. Examination of the wreckage by FAA inspectors found no evidence of preimpact mechanical malfunction or failure with the airframe or engine.
HISTORY OF FLIGHT On June 14, 2005, about 1139 Pacific daylight time, a Bellanca 7GCBC, N8634, collided with terrain approximately 4 miles northeast of Woodfords, California. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The pilot sustained fatal injuries; the airplane sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot is believed to have departed his home base of Carson City, Nevada, at an undetermined time for the local personal flight. The approximate global positioning system (GPS) coordinates of the primary wreckage were 38 degrees 48 minutes north latitude and 119 degrees 46 minutes west longitude. One witness to the accident holds a commercial pilot certificate with airplane single and multiengine land ratings. He was driving a tractor about 300 yards north of the accident site when a friend pointed out the airplane. He looked at the airplane and saw that it was flying directly into the strong winds that were out of the southwest at 25 to 30 knots. He believed the airplane's ground speed was in the 40-knot range as it appeared to be following a road at about 200 feet above ground level (agl). The airplane began a left turn with a gentle bank that increased slowly to around 45 degrees of bank. As the aircraft reached about 100 degrees of turn, it started to drop. As the turn continued, the aircraft's tail began yawing back and forth as the right wing continued to drop. The aircraft descended into the trees at a 45-degree nose down attitude. According to another of the witnesses to the accident, the airplane appeared to be fighting the wind and moving very slowly. He then heard a change in the engine sound, and saw the airplane bank to the right while slowly regaining speed. The airplane then came straight down, out of sight, and into the trees. He heard an awful sound, as if it had hit the rocks. Yet another witness to the accident reported that he saw the single engine airplane. He stated that it appeared to stall and descend down in a tailspin. According to a friend of the pilot, the pilot stated that he did not intend on practicing aerobatics on this flight. PERSONNEL INFORMATION Review of the Federal Aviation Administration (FAA) Airman and Medical Records databases disclosed that the pilot held a commercial pilot certificate with ratings for instrument airplanes, and airplanes single engine land, single engine sea, multiengine land, and multiengine sea. The most recent issuance of the certificate was dated April 24, 2004. The pilot also held a certified flight instructor certificate with ratings for single and multiengine airplanes. A second class medical certificate was issued to the pilot on September 6, 2004, without limitations. The pilot's personal flight records were not recovered. On his most recent application for an aviation medical certificate, the pilot reported a total time of 2,010 hours. AIRCRAFT INFORMATION The maintenance records were recovered by FAA inspectors from the Reno, Nevada, Flight Standards District Office, and were reviewed. The Bellanca (now American Champion) 7GCBC airplane, serial number 460-73, was manufactured in 1973 and had accumulated a total time in service of 2,912 hours. The most recent annual inspection was endorsed in the airframe logbook as completed on April 1, 2005, at a total time in service of 2,905 hours. The Lycoming O-320-A2B engine, serial number L-33421-27A, was installed in the airframe by Bellanca at the time of the airplane's manufacture and had accumulated the same total time as the airframe. The most recent annual inspection that was endorsed in the logbook was accomplished on the same date as the airframe. No record was found of any recent fueling for the airplane. METEOROLOGICAL INFORMATION The closest official aviation meteorological reporting station is the Reno airport that is located about 38 nautical miles north of the accident site. At 1156, the station was reporting high scattered cloud conditions, with 10 miles visibility and southerly winds at 15 knots, with gusts to 18 knots. The witnesses to the accident reported that the sky conditions included high scattered clouds and southerly winds between 25 and 40 knots. Based on temperatures, elevations, and station pressures of nearby weather reporting facilities, the density altitude was computed to be around 7,300 feet. WRECKAGE AND IMPACT INFORMATION FAA inspectors from the Reno Flight Standards District Office responded to the accident site where they examined the wreckage and interviewed witnesses to the accident. The aircraft came to rest with the wreckage oriented on a magnetic heading of 064 degrees. Both wings were compressed and accordioned from the leading edge to the trailing edge. The aft fuselage and empennage were bent over the top of the left wing. The propeller spinner was crushed flat against the propeller. The inspectors measured an angle of 56 degrees to the horizon between the aircraft's point of rest and the tops of nearby freshly broken branches in tree tops. A strong smell of fuel was present at the site. The inspector reported that the odor was reminiscent of automotive gasoline. One propeller blade was bent toward the face side around the aircraft's nose structure. The second propeller blade was bent smoothly toward the cambered side with a leading edge tip end twist toward the face side. Both blades had leading edge gouging. Control system continuity was established for the elevator, rudder, and ailerons, from the control surface actuators to the cockpit controls. The examining FAA inspector reported that the spark plugs exhibited signatures consistent with normal engine operation. Damage precluded functional tests of the magnetos. MEDICAL AND PATHOLOGICAL INFORMAITON An autopsy was conducted on the pilot by the Alpine County Sheriff/Coroner. Tissue and fluid specimens were retained for toxicological tests by the FAA Civil Aeromedical Institute's Forensic Toxicology Laboratory. The results of the tests were negative for all screened drug substances and ethanol. ADDITIONAL INFORMATION The Safety Board did not take possession of the wreckage.
the pilot's failure to maintain an adequate airspeed while turning in strong wind conditions, which resulted in a stall/spin. A factor in the accident was the high density altitude.
Source: NTSB Aviation Accident Database
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