N14787Bellanca 17-30A · 1973

On April 28, 2010, about 1028 central daylight time, a single-engine Bellanca 17-30A airplane, N14787, was substantially damaged when it impacted terrain and trees near Friendswood, Texas. A postimpact fire ensued. The pilot, the sole occupant, sustained fatal injuries. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated from the Pearland Regional Airport (LVJ), Houston, Texas, around 1019.

A witness saw the airplane fly overhead. He said the airplane was in a descent and that the engine was at a high power setting. The witness said he did not hear the engine “spit” or “sputter” at any time. He further stated that the engine sounded like “the pilot was giving it all the gas it had.” He said the airplane went out of his sight and then he heard a loud noise like a “boom.”

Several other witnesses heard the airplane just before, and when it crashed. Each witness said they heard a high pitched winding noise just before hearing a “big boom” when the airplane impacted the ground.

Global Positioning System (GPS) track data obtained from the pilot’s hand-held Garmin GPSMAP 296 unit showed the airplane takeoff from the Pearland Regional Airport at 1019:36 and take up a southeasterly heading. The airplane climbed from an altitude 44 feet msl, the airport’s field elevation, to an altitude of 634 feet msl before starting a steady descent that continued until track data was lost. The last GPSMAP coordinate was recorded at 1026:44. The airplane’s position was about 2 miles south of the airport. It was traveling at a groundspeed of 145 knots and flying on a true heading of 144 degrees. The airplane impacted trees and terrain approximately 1/4-mile south-southwest of the last GPSMAP position.

The pilot, age 52, held a commercial pilot certificate with a single land airplane rating. The pilot also held an airframe and powerplant mechanic’s certificate, and was employed as a mechanic for an air carrier company. Federal Aviation Administration database information showed the pilot’s last medical certificate dated November 28, 2007. At that time, the pilot reported having 2,800 total flying hours. A pilot logbook recovered from the accident site showed the pilot’s last flight review on June 6, 2005.

A fellow employee who maintained a hanger at LVJ across from the pilot’s, said that on the day of the accident the pilot waved to him, unlocked his hanger, pulled the airplane out, parked both of his cars in the hanger and closed the door. The employee said this was unusual because the pilot’s usual routine was to visit with him prior to going to his hangar. The employee also noticed the pilot did not lock his hangar, which was also unusual. He said the pilot always locked the hangar door no matter how short the flight. The employee thought the pilot was starting his walk-around preflight, but noticed that within a few minutes, the pilot had already started the airplane and was taxiing. He said he did not see the pilot depart the airport.

The airplane was a 1973 Bellanca Model 17-30A, serial number 74-30628. The airplane was powered by a 285 horsepower Continental IO-520 engine. The airplane was registered to the pilot on July 6, 2005.

A review of the airplane’s logbooks showed that the last annual inspection was performed on the airplane was June 20, 2006. The total airframe time recorded at the time of the annual inspection was 1,422.5 hours.

At 0953, the automated weather observing system at the Pearland Regional Airport (LVJ), Houston, Texas, located 2 nautical miles southwest from the site of the accident, reported wind from 090 degrees at 8 knots, 10 statute miles visibility, clear of clouds, temperature 72 degrees Fahrenheit, dew point 46 degrees Fahrenheit, and a barometric pressure setting of 30.05 inches of Mercury.

The airplane impacted the southeast side of an open grass field approximately 45 feet from a treed area on a 155-degree heading. The accident site began with four propeller strikes in the ground about 10 feet prior to an impact crater measuring 15 feet long, 8 feet wide and about 16 inches deep. Extending outward from both sides of the impact crater were ground impact marks consistent with the leading edges of left and right wings.

Aircraft wreckage extended along the impact heading into the trees, with the main wreckage, consisting of the charred and melted remains of the fuselage and cabin area, coming to rest approximately 92 feet from the impact crater.

The airplane’s propeller was located about 22 feet beyond the main wreckage. It was broken off at the flange and the flange bolt holes showed elongation. All three propeller blades showed torsional bending, chordwise scratches, and leading edges nicks and gouges.

The airplane’s engine defined the end of the accident site. It was located 62 feet beyond the airplane’s main wreckage and 154 feet from the impact crater.

The airplanes wings were broken off and fragmented, and rested among the trees starting at the edge of the tree line to the main wreckage. Flight control continuity to the elevator and rudder was confirmed. The airplane’s engine and its components were retained for further examination.

An autopsy was conducted by the Galveston County, Texas, Coroner on September 23, 2010. The Coroner concluded the pilot died from blunt force injuries sustained in the crash.

Results of toxicology testing of samples taken were negative for all tests conducted.

The airplane’s engine was examined at Dallas, Texas, on May 12, 2010. The examination did not reveal any abnormalities that would have prevented normal operation and production of rated horsepower.