FTW00LA117

The single-engine experimental homebuilt airplane impacted the terrain while maneuvering in day visual meteorological conditions in the local area. Witnesses heard the engine stall, quit, and restart. Other witnesses observed the airplane stall and spiral down towards the ground in a clockwise direction. The airplane impacted terrain in a nose low attitude. Flight control continuity was confirmed. According to the manufacturer representative, who examined the engine, 'there was no engine condition identified which could be directly associated to engine failure or stoppage.' It could not be determined which of the two private pilots aboard the airplane was on the flight controls at the time of the accident.

History of flight

On April 5, 2000, at 1830 central daylight time, a Johnson Zodiac CH-601-HDS, single-engine experimental homebuilt airplane, N601GJ, impacted the terrain while maneuvering near Orange, Texas. The aircraft was owned and operated by a private individual under 14 Code of Federal Regulations Part 91. The two private pilots received fatal injuries, and the airplane was destroyed. Visual meteorological conditions prevailed for the local flight, and a flight plan was not filed. The personal flight departed the Orange County Airport approximately 30 minutes prior to the accident.

One witness, a commercial pilot and employee of the DuPont Plant at Orange, Texas, was on a tower approximately 100 feet agl and had sight of the airplane flying from the east. He reported observing the airplane flying toward the Orange County Airport at approximately 1,500 feet agl. The airplane make a left turn "to enter the traffic pattern for runway 22. As the plane got closer to downwind, it appeared to stall and began a spin. At approximately 400 feet agl, he (the pilot) almost got the plane recovered from the spin, then the plane went inverted then it went vertically into the ground."

Another witness, reported that he "heard the engine stall and quit."

A witness, traveling south in his vehicle, observed the airplane in a right turn and then saw it "spiral downward." Another witness, traveling south in his vehicle, observed the airplane about 200 feet agl "flying straight down towards the ground in a clockwise direction."

One witness, outside her residence, heard an "airplane engine sounding as if in trouble" and then she heard the "engine speed up." She saw the airplane "nose dive to the ground."

Personnel information

The FAA records and pilot logbook for the left-seat pilot, who owned the airplane, revealed that he began flight training in July 1997 and obtained a private pilot certificate with a single-engine land rating on November 11, 1997. On January 25, 2000, he obtained a repairman experimental aircraft builder certificate limited to the experimental Zodiac CH-601-HDS, serial number 6-3716, N601GJ airplane. This private pilot was issued a third class medical certificate on July 27, 1999, with no limitations. Prior to the accident flight, the pilot's accumulated flight time was 341.7 hours of which 168.9 hours were in N601GJ.

The FAA records for the right-seat private pilot revealed that he obtained the private pilot certificate with a single-engine land rating on December 11, 1994. On his last medical application, dated August 21, 1998, he reported an accumulated flight time of 800 hours with 75 hours in the previous 6 months. His third class medial certificate was issued with the limitation "must wear lenses for distant vision-possess glasses for near vision."

It could not be determined which of the two private pilots was on the controls at the time of the accident.

Aircraft information

The Zodiac CH-01-HDS dual control aircraft (serial number 6-3716) was issued an FAA registration certificate on January 16, 1998. The airplane was inspected on November 5, 1999, and the builder and current owner was issued the special airworthiness certificate with operating limitations. The airplane was equipped with the 3-bladed composite IVO propeller model UL 366+E, and a Rotax engine model 912 UL, serial number 4402567.

A logbook entry dated November 20, 1999, stated "the prescribed flight hours [25 hours per operating limitations] have been completed and the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed; and the aircraft has no hazardous characteristics or design features."

Wreckage and impact information

The FAA inspector responding to the accident site (North 30.03.330 degrees latitude; West 093.46.614 degrees longitude) found the airplane resting upright and nose low in the terrain. Physical evidence of fuel was found at the site. The integrity of the fuel tanks was compromised and the tanks were deformed outward. The empennage was found twisted to the right with structural damage to the wings and deformation throughout the airframe. Two of the propeller blades were found intact and attached at the hub, and one blade was found separated from the hub and shattered. Flight control continuity was confirmed.

Medical and pathological information

The autopsies were performed in the Jefferson County Morgue, Orange, Texas. Aviation toxicological testing for the pilots was performed at the FAA Civil Aeromedical Institute (CAMI) at Oklahoma City, Oklahoma. The toxicological testing for the pilot/owner was positive for non-quantified amounts of nasal decongestant. The toxicological tests for the second private pilot were negative.

Additional data

On April 24, 2000, the engine was examined in Orange, Texas, by the FAA inspector and the engine manufacturer's representative. No engine seizure was observed as the engine rotated freely. Physical damage precluded an examination of the fittings, hose routing, wiring integrity, and the fuel system. The float chambers of the carburetor, for the #2 and #4 cylinders, had the floats jammed and pins bent in the chamber. According to the manufacturer representative, it could not be determined if the float and pin damage "is impact damage or a preexisting condition." The exhaust system and muffler were found crushed. The oil pump was disassembled and "no signs of any oil starvation or line collapse was evident." According to the manufacturer representative, "there was no engine condition identified which could be directly associated to engine failure or stoppage."

The aircraft was released to the owner's representative.