History of Flight
On July 4, 2009, at approximately 1329 Pacific daylight time, an Aero Vodochody L-29 airplane, registration N97869, was substantially damaged when it impacted terrain while maneuvering near Tehachapi, California. The aircraft was operated by the pilot/registered owner under Part 91 regulations. Both pilots—a commercial pilot and an airline transport pilot—were killed. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which originated from Tehachapi Municipal Airport (TSP) around 1300.
Witnesses near the accident site reported observing three jet airplanes flying westerly at an estimated 500 feet above ground level (agl). The accident airplane was trailing the other two. The three initiated a right turn to a northerly heading, and the accident airplane made a sharp right climbing turn to join the others. It then pitched up and rolled left over the other two airplanes, transitioning from the right side to the left. Witnesses reported the airplane completed the roll in a nose-low attitude and descended into terrain, where a post-crash fire ensued.
The lead formation pilot reported that after departing single ship, the flight joined in extended trail with 500 to 800 feet separation. They climbed to 5,000 feet msl and overflew the city westerly. After the overhead pass, they initiated a climbing left turn to 6,000 feet msl. The lead pilot rolled out on a heading of about 190 degrees, then reversed to the right to complete a 90/270-degree turn for a return pass. The number two airplane was to join on his left wing, and number three (accident) on his right. As the lead turned right, number two joined left. When rolling through about 290 degrees, number three passed on the right and got ahead. The lead then observed number three pull up and begin a left roll over the formation. The lead called for a check-in; number two responded, but number three did not.
The number two pilot reported that after flying over the city, they turned north in a racetrack pattern. After passing abeam the runway at TSP, the lead called for a rejoin to fingertip formation. The number two pilot took the left side as they prepared to turn south for a flyover. At an altitude between 1,500 and 2,000 feet agl, he noticed number three approaching the right wing position faster than normal. He lost sight when number three was opposite him on the other side of lead. Shortly after, he saw number three climb and roll left, then lost sight as it passed in front of lead.
Personnel Information
It could not be determined which pilot was manipulating the controls. The first pilot (front seat, registered owner), age 42, held a commercial pilot certificate with single-engine, multi-engine, and instrument ratings. A second-class medical was issued March 20, 2009, with no limitations. His logbook was not recovered; he reported 3,300 total hours on his medical application.
The second pilot (rear seat), age 62, held an airline transport pilot certificate with multi-engine rating and commercial pilot with single-engine land rating. He also held a flight instructor certificate. A second-class medical was issued February 19, 2009, with a limitation to wear corrective lenses. His logbook was not recovered; he reported 18,900 total hours on his medical application.
Aircraft Information
The two-seat, low-wing, retractable-gear L-29 (serial number 2847) was manufactured in 1968. It was powered by a single M701c-500 turbine engine rated at 800 pounds of thrust. An experimental airworthiness certificate was issued on October 6, 1994. Airframe and engine logbooks were not located.
Meteorological Information
Weather at TSP at 1300: wind from 300 degrees at 11 knots gusting to 14 knots, visibility 10 statute miles, clear sky, temperature 29°C, dew point 4°C, altimeter 30.14 inches of Mercury.
Wreckage and Impact Information
Examination by an FAA inspector revealed the airplane impacted an open field and residential road about 4 miles southwest of TSP. The debris path was approximately 285 feet long, oriented north. All major components were located within the path. The wreckage was recovered for further examination.
Medical and Pathological Information
Autopsies on both pilots by the Kern County Coroner determined the cause of death as multiple blunt force injuries.
Toxicology tests on the first pilot showed 6.766 µg/mL acetaminophen in blood, dihydrocodeine in liver (unspecified amount), and 0.084 µg/g hydrocodone in liver; not in blood. A family member reported he was prescribed hydrocodone for back pain but was not actively taking it.
Toxicology on the second pilot detected 0.662 µg/mL cyanide in blood.
Tests and Research
The wreckage was examined on July 28, 2009, at Aircraft Recovery Services in Chino, California. The left wing remained attached to the fuselage center section; the right wing was separated at the root by recovery personnel. Extensive fire damage was noted.
The left wing was mostly intact with fire damage; the outboard four feet separated. The left aileron was partially separated. The left main gear was retracted. The left auxiliary fuel tank was separated and crushed.
The right wing was intact with fire damage; the leading edge was crushed aft about 5 feet inboard. The right aileron remained attached. The right main gear was retracted. The right auxiliary fuel tank was separated and crushed.
The forward fuselage was fragmented; the center section was intact with severe fire damage. The empennage was partially separated. The left air brake was extended, and the right air brake actuator was extended. The engine separated from the fuselage.
Flight control continuity was established from the elevator and rudder torque tubes to the center section, though tubes were fractured in multiple areas due to impact and fire. Aileron continuity was established from wing roots. Cockpit controls were recovered with impact damage.
The airspeed indicator faceplate was displaced, with the needle indicating 0.7 mach. The engine power percentage gauge read about 90 percent.
No pre-impact mechanical anomalies were noted with the recovered airframe. The engine was separated into sections; the compressor showed rotational scoring and rub marks. The turbine wheel blade tips were bent opposite rotation. No pre-impact anomalies were noted with the recovered engine parts.