DFW06FA193

The single-engine airplane impacted into a cotton field following a loss of control during an in-flight encounter with a thunderstorm while on a 228-nautical mile night cross country flight. The 1,295-hour instrument rated flight instructor and student pilot were fatally injured. The flight originated under visual flight rules (VFR). While airborne the pilot observed lightning in the distance and called a Flight Service Station, via the radio, inquiring if there were any weather radar returns between their present position and their intended destination. The flight specialist responded that there was some scattered thunderstorm activity along their route and suggested the pilot deviate north in an attempt to avoid them. The flight specialist further informed the pilot of an AIRMET in effect for Instrument Flight Rules (IFR) along their route of flight, with VFR flight not recommended, and that their destination airport was reporting a broken ceiling at 600-feet above ground level (AGL). The pilot acknowledged, filed, and activated an IFR flight plan to their destination via a northern route. The pilot was in communications with two Air Route Traffic Control Centers (ARTCC) during the flight. A review of ARTCC communications with the accident airplane revealed that the pilot was not provided with any weather advisories nor was he advised of the radar-depicted weather displayed on the controller's scope. According to recorded display system information, adverse weather was located along the accident airplane's flight path. The airplane entered the depicted weather while at 8,000-feet. About 19 seconds later, radar contact was lost while the accident airplane was at 4,400-feet. The airplane came to rest in an upright position. There was no post crash fire. The fuselage was found crushed downward in a manner consistent with a near vertical flat impact. The horizontal stabilizer had failed in positive (upward) while the one piece wing was found separated mid span, having failed in negative (downward). The examination revealed no pre impact anomalies with the airplane's controls or engine.

History of flight

On July 26, 2006, about 2340 central daylight time, a single-engine Mooney M20J airplane, N577RS, was destroyed during a loss of control following an in-flight encounter with thunderstorms while in cruise flight near Newellton, Louisiana. The instrument rated flight instructor and student pilot were fatally injured. The airplane was registered to and operated by the McClung Energy Services, Inc., of Longview, Texas. Dark night instrument meteorological conditions prevailed through out the area for the 14 Code of Federal Regulations Part 91 flight for which an instrument flight rules (IFR) flight plan was filed. The 228-nautical mile cross country flight originated from the Pike County Airport (MCB) near McComb, Mississippi, about 56 minutes prior to the accident, with the East Texas Regional Airport (GGG), near Longview, Texas, as its final destination.

The pilot of N577RS first contacted the Houston Air Route Traffic Control Center (ZHU) at 2303, stating that he was 13-miles west-northwest of the Columbia-Marion County Airport (0R0), and was requesting radar flight following service. The radar controller issued transponder code 2425 and suggested that the pilot level-off at 7,500-feet because of crossing traffic ahead. The pilot acknowledged the transponder code and agreed to level-off at 7,500-feet. The controller confirmed radar contact with the airplane at 2304 and issued the McComb altimeter setting. The pilot reported the crossing traffic in sight at 2307 and initiated a climb to 8,500-feet. At 2317 the controller instructed the pilot to contact Houston Center on 120.97. The pilot contacted the controller at 2318, and Houston Center issued the Alexandria altimeter setting. The pilot acknowledged.

About 2319, when N577RS was approximately 23-miles northwest of McComb, Mississippi, the pilot contacted Greenwood Automated Flight Service Station via radio. He reported that he was en route to GGG, could see lightning in the distance, and asked if there were any weather radar returns between the airplane's present position and GGG. The Greenwood in-flight specialist responded that there was some "pretty scattered" activity along the route, with a storm west of Natchez, another between Natchez and Alexandria, another about 30 miles south of Monroe, and a thunderstorm south of a line between Shreveport and GGG. The specialist suggested that the pilot avoid the storms by heading north toward Monroe, then over Shreveport to GGG, and stated that if the pilot needed to deviate it would be best to deviate to the north. The pilot acknowledged the information. The specialist then asked if the pilot was operating under instrument or visual flight rules (VFR). The pilot responded that he was VFR. The specialist informed the pilot that there was an AIRMET in effect for IFR conditions over western Louisiana, and eastern Texas, with VFR flight not recommended. He also informed the pilot that GGG was reporting a broken ceiling at 600-feet above ground level (AGL).

The pilot then asked to file an IFR flight plan and open it with the center controller. The specialist took the necessary information, including the pilot's requested routing from present position direct to Monroe and then direct to GGG. He advised the pilot that the flight plan was entered in the system and was available from ZHU on request. The pilot acknowledged and concluded his contact with the Greenwood Automated Flight Service Station.

At 2325, the pilot advised the ZHU controller that he had filed an IFR flight plan with flight service and requested IFR clearance to East Texas Regional Airport (GGG). The controller cleared the flight direct to the airport at 8,000-feet. The pilot responded that he had filed via Monroe to get around some weather. The controller re-cleared the pilot direct to Monroe and then direct GGG. The pilot acknowledged. At 2339, the controller instructed the pilot to contact Fort Worth Air Route Traffic Control Center (ZFW) on 126.32.

The pilot contacted the Fort Worth Monroe sector controller at 2340:16, but the transmission was garbled and weak. The controller confirmed that N577RS was calling, and then asked the pilot to verify his equipment suffix. At 2340:36, the pilot stated that the airplane was "slant Golf," and the controller acknowledged. At 2340:47, the controller issued the Monroe altimeter setting, but the pilot did not reply. At 2342:25, the controller attempted to notify the pilot that radar contact was lost. There was no reply.

The controller attempted to contact the pilot three more times without success. He then contacted the Houston Center sector where the airplane had come from to find out whether the Houston controller could still see the airplane's target. He could not. The Fort Worth controller then asked the Houston controller if the pilot had been told about the weather. The Houston controller replied, "...I told him well he said he wanted to go that way around it so he was aware of it out there." There was no further contact with the airplane.

Fort Worth Center initiated search and rescue activities. The wreckage of the airplane was found in a cotton field by the pilot of an agricultural airplane about 0730 the next morning.

FAA Technical Center staff produced extractions of weather data displayed to the Houston and Fort Worth controllers handling N577RS. These extractions show the airplane entering an area of moderate to extreme intensity precipitation at the time of the accident.

Personnel information

According to Federal Aviation Administration (FAA) records, the 24 year old pilot who was occupying the right seat, held commercial and flight instructor certificates with ratings for airplane single-engine land, multi-engine land, and instrument airplane. Additionally, he held an advanced ground instructor rating. The pilot's last aviation medical examination was completed on March 22, 2006, when he was issued a second-class medical certificate with the restriction "MUST WEAR CORRECTIVE LENSES."

An examination of partial copies of the pilot's logbook indicated a total flight time of 1,295 flight hours. The pilot had logged 139 flight hours in the last 90 days and 49 in the last 30 days. Investigators were not able to determine how many flight hours were in this make and model of airplane; however, records revealed approximately 3 hours in the last 90 days.

According to FAA records, the 47 year old pilot, who was occupying the left seat, was issued a student pilot and third-class medical certificate on September 8, 2005. The pilot's logbook was not recovered during the course of the investigation; however, on his most recent medical application he reported having accumulated a total of 35 hours, with 6 hours in the previous 6 months.

Aircraft information

The 1985-model Mooney M20J, serial number 24-1504, was a low wing, semi-monocoque airplane, with a retractable landing gear, and was configured for four occupants. The airplane was powered by a direct drive, horizontally opposed, fuel injected, air-cooled, normally aspirated, four-cylinder engine. The engine was a Lycoming IO-360-A3B6D, serial number L-23909-51A, rated at 200 horsepower at 2,700 rpm, and was driving a two-bladed constant speed McCauley propeller.

According to the airframe logbook, the airplane's most recent annual inspection was completed on August 8, 2005, with an airframe total time of 2,801 hours. The engine logbook revealed that the engine had been inspected in accordance with a 100-hour inspection on August 8, 2005. At the time of last inspection the engine had accumulated approximately 1,028 hours since major overhaul. The airplane was equipped with a digital tachometer and investigators were unable to retrieve data from the unit. A review of the maintenance records found no history of unresolved maintenance issues.

The airplane was equipped wi