FOR PERSONAL REASONS THE RPTR DEPARTED FROM TAN TO PYM WITHOUT GETTING HIS FLT BAG WHICH INCLUDED CHARTS AND A HEADSET. ALSO; HE DID AN ABBREVIATED PREFLT SO DID NOT CHK TO SEE IF THE DOCUMENTS WERE ON BOARD. AFTER TKOF HE LEARNED THE SPEAKER DID NOT WORK WELL AND HE HAD NO HEADSET. HE CALLED IN THE BLIND ON WHAT HE THOUGHT WAS THE CTAF; BUT WAS NOT; AS APPROPRIATE AND LANDED. HE LANDED ON A RWY THAT WAS CLOSED DUE TO A DISABLED ACFT. AN AERONAUTICS REPRESENTATIVE DISCOVERED THE ACFT HAD NO DOCUMENTATION.

Narrative

TOOK OFF FROM TAN ON SPUR-OF-THE-MOMENT BREAKFAST FLT TO PYM. HAD NOT PLANNED ON FLYING BEFORE LEAVING HOME SO DID NOT HAVE FLT BAG CONTAINING CHARTS; HEADPHONES; ETC. THE ACFT BELONGS TO A CLOSE FRIEND WITH WHOM I SHARE FLT EXPENSES. I DID NOT NOTICE THAT THE ACFT DOCUMENTS HAD BEEN REMOVED FROM THEIR PLASTIC POCKET WHERE THEY ARE NORMALLY STOWED. BECAUSE I FREQUENTLY MAKE THE 10 MIN FLT FROM TAN TO PYM AND WAS FAMILIAR WITH ALL ASPECTS OF THE FLT; ARPT CONFIGN; RTE; TERRAIN; LANDMARKS; AND RADIO FREQS; I DID NOT THINK IT NECESSARY TO DRIVE 15 MI EACH WAY TO GET MY FLT BAG. I HAD ALL MY REQUIRED PERSONAL DOCUMENTS WITH ME. ONCE THE FLT WAS UNDERWAY; I REALIZED THAT THE CABIN SPEAKER WAS TOO WEAK TO BE INTELLIGIBLE. I HAD USED MY HEADSET IN THE PAST; SO DID NOT KNOW OF THE SPEAKER PROB. ONCE I HAD DETERMINED THAT I COULD NOT READ RADIO XMISSIONS; I DECIDED TO OVERFLY PYM AT 3000 FT TO CHK FOR TFC AND THE ACTIVE RWY. THE WIND WAS FROM 250 DEGS; SO IT WAS OBVIOUS THAT RWY 24 WOULD BE THE ACTIVE. CONFIRMING THIS WAS THE FACT THAT A SAILPLANE AND TOWPLANE WERE LINED UP ON THE TURF STRIP PARALLELING RWY 24. I ALSO NOTICED AN ACFT ON TH E GRASS BTWN THE TXWY AND THE ACTIVE RWY (ON THE OPPOSITE SIDE OF RWY 24 FROM THE SAILPLANE); BUT IT APPEARED TO BE TIED DOWN AND WAS WELL OFF THE RWY. I THEN INITIATED A DSCNT TO THE SE OF PYM AND MADE A SERIES OF BLIND XMISSIONS; AS ONE WOULD DO WITH A CTAF; ANNOUNCING MY POS AND INTENTIONS AS I ENTERED THE PATTERN IN THE NORMAL MANNER. HAD I BEEN ABLE TO HEAR RADIO TFC; AS I WOULD HAVE HAD I HAD MY HEADSET; I WOULD HAVE REALIZED THAT I WAS STILL ON 122.7 (TAN) RATHER THAN 123.0 (PYM). BEING AN UNCTLED FIELD; I KNEW I WOULD BE LEGAL TO LAND WITHOUT A FUNCTIONING RADIO. I TOUCHED DOWN ON THE NUMBERS. THE 12-15 KT WIND SHORTENED MY ROLLOUT TO +/-400 FT -- LESS THAN 1/3 THE DISTANCE TO THE ACFT WHICH I HAD SEEN FROM THE AIR; AND WHICH I NOW COULD SEE; AS I TAXIED CLOSER; HAD GNDLOOPED AND COLLAPSED 1 MAIN GEAR LEG. I SHUT DOWN ON THE RAMP IN FRONT OF THE RESTAURANT AND AS I DISEMBARKED; WAS APCHED BY A MAN WHO SAID HE REPRESENTED AN AERONAUTICS ORGANIZATION. HE ASKED TO SEE MY LICENSE AND MEDICAL CERTIFICATE; WHICH I PRODUCED. THEN HE ASKED FOR THE ACFT'S DOCUMENTS. IT WAS ONLY THEN THAT I REALIZED THAT THEY HAD BEEN REMOVED FROM THE PLASTIC POCKET OUT OF SIGHT BY MY L FOOT. THEN AN FAA MAINT INSPECTOR CAME OVER. I EXPLAINED WHAT HAD OCCURRED AND HE TOOK DOWN INFO WHICH HE SAID WOULD LATER BE GIVEN TO AN OPS INSPECTOR IN BURLINGTON; MA; GADO. I RETRIEVED ALL THE ACFT'S DOCUMENTS FROM THE PLANE'S OWNER WITHIN 2 HRS. THEY WERE ALL IN ORDER. THE INSPECTOR TOOK PHOTOCOPIES AND THEN SAID I WAS FREE TO FLY BACK TO TAN. THE CAUSE OF MY PROB WAS NOT GOING HOME FOR MY FLT BAG; ALSO NOT CHKING DOCUMENTS BEFORE EVERY FLT. A LESSON WELL LEARNED! (NOTAM FOR CLOSED RWY WAS PUBLISHED 1/2 HR AFTER I LANDED.) P.S. I AM CURRENTLY WORKING ON WINGS PHASE III.