FTW00FA268

The pilot received two standard weather briefings for a VFR flight from Houston, Texas to Arlington, Texas. Both briefers informed the pilot that VFR flight was not recommended near Arlington; however, VFR flight would be possible to Waco, Texas. The pilot stated during both briefings that he needed to try and make it to Arlington. The flight departed Houston and diverted to College Station, Texas, due to weather. The flight remained on the ground in College Station for eight hours, during which time the pilot received three weather briefings. During the briefings, the weather briefers attempted to discourage the pilot from attempting the flight due to the en route weather. The pilot again indicated a need to reach his destination by the following morning and, subsequently, filed an IFR flight plan. The flight departed into dark night instrument meteorological conditions and 17 minutes later, the pilot reported to air traffic control (ATC) that the vacuum pump had failed. ATC provided the pilot with radar vectors back to the airport, during which time the pilot indicated that he was having trouble maintaining heading and altitude. Subsequently, ATC commenced a no gyro approach with the pilot. Seven minutes later, the airplane disappeared from radar. Search and rescue was initiated and the airplane was located in a pasture. Examination of the accident site revealed that the airplane impacted the ground in a near vertical nose down attitude. The pilot was issued an instrument rating on August 18, 2000. He had accumulated a total of 30.4 hours of simulated instrument flight time and 2.5 hours of actual instrument flight time. Examination of the airplane revealed no anomalies that would prevent normal operation of the aircraft. The vacuum pump drive shaft was found intact. Rotational scoring was found on components of the attitude indicator, heading indicator and turn and slip indicator.

History of flight

On September 25, 2000, at 0115 central daylight time, a Cessna 152 airplane, N5357M, was destroyed when it impacted terrain following a loss of control near Navasota, Texas. The airplane was registered to the Airline Training Academy (ATA) Inc., of Orlando, Florida, and operated by ATA Inc., of Arlington, Texas. The instrument rated private pilot and his passenger were fatally injured. Dark night instrument meteorological conditions (IMC) prevailed and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 flight. The cross-country flight originated from the Easterwood Field Airport, College Station, Texas, approximately 0035, and was destined for the Arlington Municipal Airport, Arlington, Texas.

According to transcripts provided by the Federal Aviation Administration (FAA), on September 24, 2000, at 1134, and then at 1322, the pilot of N5357M contacted the Montgomery County Automated Flight Service Station (CXO AFSS) and received two separate standard weather briefings for a visual flight rules (VFR) flight from the Sugarland Municipal Airport, Houston, Texas, to the Arlington Municipal Airport. Both weather briefers informed the pilot of weather advisories and a convective sigmet for thunderstorm activity along the route of flight, an airmet for IFR conditions for the Dallas-Forth Worth area, and a line of thunderstorms moving from the northwest, across Texas, to the southeast. However, the conditions for the route of flight up to Waco, Texas, were reported as suitable for VFR flight. Both briefers stated that VFR flight was not recommended into the Dallas-Fort Worth area. During the first briefing the pilot stated that they needed to be in Arlington "by in the morning," and during the second briefing, he stated that they needed to try and "make it back." Subsequently, the airplane departed Houston for Waco.

At 1543, while in-flight, the pilot of N5357M contacted Houston Flight Watch. He received updated weather for his route of flight and, subsequently, diverted to the Easterwood Field Airport.

At 1625, while on the ground at the Easterwood Field Airport, the pilot of N5357M contacted the CXO AFSS, and requested weather for a VFR flight to the Arlington Municipal Airport. The weather briefer informed the pilot that VFR flight was not recommended and that a front was passing over the Easterwood Field Airport at that time. The briefer added that a VFR flight would not be possible behind the front; however, if the pilot held off "three hours and [departed] after dark behind this frontal system [he would] probably have some lower clouds, but at least [he wouldn't] have the convective activity to deal with."

At 1645, according to a fuel log sheet from the Easterwood Field Airport, the airplane was fueled with 7.1 gallons of 100LL fuel. Airport personnel reported that the airplane's fuel tanks were topped off.

At 2118, the pilot of N5357M contacted the CXO AFSS and received a standard weather briefing for a flight from the Easterwood Airport to the Arlington Municipal Airport. The briefer informed the pilot of rain, 40-knot winds at the 3,000-foot level, and a convective sigmet along the route of flight. The pilot stated that the airport would be closing in 45 minutes and that he had no place to stay. The briefer offered the possibility of a hotel or a cot at the airport; however, the pilot responded that he would "probably have to try to get out."

At 2357, the pilot of N5357M contacted the CXO AFSS and filed an IFR flight plan from the Easterwood Field Airport to the Arlington Municipal Airport. The pilot did not request additional weather; however, after the pilot filed the flight plan, the briefer asked the pilot if he was aware of the thunderstorm activity along the route of flight. The pilot responded that he was and added that "we've been sitting here for like five hours." Subsequently, the pilot asked for a "quick briefing." The briefer reported VFR conditions at the weather reporting stations along the route of flight.

On September 25, 2000, at 0037, the pilot of N5357M contacted the Houston Air Route Traffic Control Center and received an IFR clearance to the Arlington Municipal Airport. At 0052, the pilot reported that the "vacuum system [was] gone" and that he was disoriented. The air traffic controller asked the pilot if he wanted to return to the airport and fly the VOR 28 approach; the pilot responded in the affirmative. The controller provided radar vectors to the pilot and instructed the pilot to intercept the 100 degree radial inbound to College Station. The controller then observed the airplane fly through the radial and instructed the pilot to fly a heading of 050 degrees to re-intercept the radial.

At 0107, the pilot reported that it was "getting a little rough" and said "there's a problem I need some help." The pilot stated that he was "losing it," and the controller issued a new heading to the pilot. The pilot then stated that he was "losing altitude like crazy" and that he was having difficulty maintaining a heading. The controller then informed the pilot that the approach would be a "no gyro" approach (Airport Surveillance Approach) and instructed the pilot to turn left. The pilot acknowledged, and according to the radar controller, the airplane appeared to be in a left turn. The controller then asked the pilot if he recalled what the cloud bases were near the airport; the pilot responded 1,200 feet. The controller informed the pilot that he would set him up for the VOR 28 approach and asked the pilot if he had the approach plate. The pilot responded negative.

Between 0111 and 0115, the controller continued the no gyro approach. At 0114:15, the controller instructed the pilot to turn left and the pilot acknowledged. At 0114:58, the controller asked the pilot to confirm that he was making a left turn, and the pilot responded affirmative. At 0115:00, the controller informed the pilot that it appeared as if he were making a right turn. Subsequently, the airplane disappeared from radar and radio calls to the pilot were unanswered.

At 0900, the airplane was located by the Civil Air Patrol in a pasture on a private ranch, 15.6 miles southeast of the College Station VOR navigational facility.

Personnel information

The pilot and passenger were students at the Airline Training Academy Inc., based in Arlington, Texas.

On June 22, 2000, the pilot was issued a private pilot certificate (airplane single-engine land), and on August 18, 2000, he was issued an instrument rating (airplane). As of September 21, 2000, the pilot had accumulated a total of 140.8 flight hours, of which 138.2 hours were in a Cessna 152. According to the pilot's flight logbook, he had accumulated a total of 16.1 hours at night, 30.4 hours in simulated instrument conditions, and 2.5 hours in actual instrument flight conditions. At the time of the accident, the pilot was accumulating flight time to meet the requirements for a commercial pilot certificate. He held an FAA second class medical certificate with no limitations or waivers, which was issued on April 18, 2000.

The passenger had successfully completed the FAA written test for the private pilot certificate; however, he had not obtained a student pilot certificate at the time of the accident.

Aircraft information

The 1981 model, red and white, Cessna 152, was equipped with a 115-horsepower Lycoming O-235-N2C engine and a 2-bladed McCauley fixed pitch propeller. On April 14, 2000, the altimeter and static pressure system underwent its most recent inspection. On June 2, 2000, the airplane underwent its most recent annual inspection at a total time of 6,506.3 flight hours. On August 29, 2000, the airplane underwent its most recent 100-hour inspection at a total time of 6,607.2 hours. At the time of the accident, the engine had accumulated a tot