HISTORY OF FLIGHT On May 13, 1998, at 1135 hours Pacific daylight time, a Bellanca 7GCBC, N11867, was destroyed when it impacted the side of a mountain 2 miles south of Gorman, California. The commercial pilot sustained fatal injuries and no property damage was incurred. The flight departed Santa Paula, California, approximately 1045 on a pipeline inspection flight. Instrument meteorological conditions prevailed along portions of the route of flight and no flight plan was filed. Two witnesses stated that, about 2 minutes prior to impact, they observed the aircraft flying in a northerly direction at an estimated altitude of 100 to 200 feet agl, but did not observe the aircraft at the time of impact. They also stated that there was a solid overcast above the observed route of flight at an estimated altitude of 500 feet agl. The aircraft was flying upslope in a shallow canyon that terminated in a ridgeline approximately 5 miles ahead of the point of impact. The general orientation of this canyon is 350 degrees magnetic. PERSONNEL INFORMATION The pilot held a commercial pilot certificate with single engine land and instrument airplane ratings. His logbook indicated that he had 14,300 hours total flight time with 12,000 in the Bellanca 7GCBC. His last medical examination was on February 25, 1998, at which time he was issued a second-class medical certificate with a requirement to possess reading glasses while piloting an airplane. His last biennial flight review (BFR) was completed on April 10, 1997, in a Bellanca 7GCBC aircraft. AIRCRAFT INFORMATION Federal Aviation Administration (FAA) records indicated that the aircraft was a 1972 Bellanca 7GCBC powered by a Lycoming O-320-A2D, 4 cylinder, reciprocating engine rated at 150 horsepower. Aircraft records indicated a total airframe time of 23,563 hours. The aircraft was being maintained on a 100-hour inspection program and had flown 60 hours since the last inspection. The engine, S/N L-48022-27A, had a total time of 2,200 hours since the last overhaul. There were no outstanding Airworthiness Directives (AD's) or recent maintenance activity evident in the aircraft records. METEOROLOGICAL INFORMATION On site witnesses reported that, at the time of the accident, the weather was overcast, approximately 500 feet agl, with visibility in excess of 10 statute miles and a light surface wind from the north. They also estimated the free air temperature to be between 65 and 70 degrees Fahrenheit. They also observed scattered light rain showers in the local area. WRECKAGE AND IMPACT INFORMATION The aircraft wreckage was found intact on the side of a slope. The wings had collapsed downward but were still connected to the fuselage at their normal attach points. The left wing was bent rearward approximately 15-20 degrees. The aircraft had impacted the ground in a left wing low and slightly nose down attitude on a heading that was approximately 90 degrees to the left of the original flight path. There was no indication of any significant forward movement following the initial impact. There were no shoulder harnesses installed in the aircraft, although the normal attach points were present. The engine was connected to the airframe through the engine mount and had sustained minor damage. All flight and engine control systems were intact, as was the engine ignition system. The propeller was attached to the engine flange and exhibited a slight rearward bend to one blade (3-5 degrees) just outboard of the quarter span. Neither blade exhibited the abrasions or deformations. There was fuel in both outboard wing tanks and the carburetor float bowl and accelerator pump-well both contained fuel. The ELT was found armed and activated. MEDICAL AND PATHOLOGICAL INFORMATION The Kern County Coroner gave a negative report for carbon monoxide, ethanol, debilitating drugs, and cyanide. TEST AND RESEARCH INFORMATION During a teardown examination, the engine rotated freely when turned by hand with no apparent internal malfunctions. Normal valve tappet motion and thumb compression were verified for all cylinders. The engine contained an amount of oil and all spark plugs had a normal point gap. When compared to the Lycoming color chart, the sparkplugs did not show evidence of either excessively lean or rich mixture conditions. During the engine ignition check, the left magneto was observed to operate normally and fired the proper plugs at 25 degrees BTDC. The right magneto did not provide ignition spark to any of the plugs connected to it. The right magneto was subsequently dismantled for internal inspection and it was found that the point gap had closed to zero. The cam follower that opens the points was not excessively worn and showed no evidence of overheating. There was no indication on the cam wiper or in the point cavity of excessive heat. In addition, the sparkplugs that were fired by the right magneto were about the same in color and condition as the plugs that were fired by the left magneto. Also, both magnetos were advanced to the limit of their mechanical stops. The noise suppressor on the P-lead was found free floating and not attached to the magneto housing due to a missing screw. It was not grounding the P-lead due to external insulation. ADDITIONAL INFORMATION On May 18, 1998, the aircraft wreckage and all documentation found inside the aircraft at the crash site were released to the custody of Aircraft Recovery Services, Compton, California.