FTW01LA052

During the day VFR cross-country flight, the experimental-exhibition airplane was destroyed when it struck a tower guy wire while in cruise flight, and subsequently impacted the ground. The point of contact/paint transfers were on the third (7/16 inch diameter) cable, down from the top of the tower, at 273 feet agl and approximately 20 feet laterally from the northwest side of the tower. The visibility was 10 statute miles below the 3,300 feet overcast. The leading edge of the left wing and the left wing spar exhibited physical evidence of contact with the cable. A section of the left wing outboard leading edge skin was found near the base of the tower. No anomalies were found that would have contributed to a loss of engine power or flight control prior to impact with the tower cable. The lights on the tower were operating at the time of the accident. The tower was not depicted on the current Dallas-Fort Worth Sectional Aeronautical Chart, 65th edition, effective October 5, 2000, found in the aircraft wreckage. The sectional had an aeronautical information cut-off date of August 10, 2000. The tower corporation filed FAA Form 7460-2 indicating that the tower structure reached its greatest height on September 12, 2000. On September 25, 2000, the FAA Aeronautical Chart Division, Obstacle Evaluation Section received the FAA Form 7460-2, and the tower was entered into the Digital Obstacle File on October 2, 2000. The latitude/longitude and obstruction height of the tower were published in the Airport/Facility Directory/Aeronautical Chart Bulletin effective November 30, 2000 to January 25, 2001.

History of flight

On January 21, 2001, approximately 1515 central standard time, a Nanchang CJ-6A, experimental-exhibition airplane, N6373S, was destroyed when it struck a tower guy wire while in cruise flight near Edgewood, Texas. The airplane was owned and operated by the pilot under 14 Code of Federal Regulations Part 91. The airline transport pilot and his passenger were fatally injured. Visual meteorological conditions prevailed for the cross-country flight, and a flight plan was not filed. The personal flight departed Magnolia, Arkansas, approximately 1255 with a subsequent refueling stop at Mount Pleasant, Texas, and a final planned destination of Alamogordo, New Mexico. The airplane departed Mount Pleasant approximately 30 minutes prior to the accident.

A mechanic located at Airways Aviation, Brisco Field Airport (LZU), Gwinnett County, Lawrenceville, Georgia, reported that the pilot and passenger arrived at the airport via ground vehicle on January 20, 2001. The mechanic recalled the pilot stated that they "were on a schedule" and had to make the trip. The mechanic was concerned about the "airplane, which was not protected against icing, because it was snowing on 20 January" when the airplane departed LZU. The pilot loaded the airplane for the flight, and during the preflight, filled the "oil tank on the airplane with automotive brand 20W-50 oil." The airplane was based at McCollum Field Airport (RYY), Cobb County, Kennesaw, Georgia, and the passenger drove the ground vehicle to RYY where he was going to board the aircraft.

At 1242, the air traffic controller (LZU) issued the pilot a taxi clearance for a VFR departure on runway 25. Subsequently the pilot, conducted a local flight before departing LZU for the flight to RYY.

Airport personnel at Northside Aviation, Kennesaw, Georgia, reported that the pilot was in the aft seat when the airplane arrived at the Fixed Base Operation (FBO) at RYY. The aircraft was refueled with 14.2 gallons of aviation fuel. Subsequently, the pilot boarded the aft seat, the passenger boarded the front seat, and the aircraft was taxied from the FBO.

Approximately 1326, the air traffic controller (RYY) issued the pilot a VFR takeoff clearance. Following the departure from RYY, there was no further reported air traffic control communication involvement with the flight.

Personnel at Taloney Air Service, Columbus, Mississippi, recalled the flight landed at the Columbus-Lowndes Airport (UBS), and taxied to Taloney Air Service on the afternoon of January 20, 2001. The airplane was refueled with 29 gallons of aviation fuel. The following morning the weather was clear with the temperature approximately 38 degrees Fahrenheit. The pilot performed the preflight and added a quart of oil to the engine. The VFR flight departed for Magnolia, Arkansas.

At the Magnolia Municipal Airport (AGO), the airplane was refueled with 32 gallons of aviation fuel. Airport personnel stated that the pilot mentioned the heater was not working and it was very cold. The VFR flight departed Magnolia approximately 1255. From Magnolia, the VFR flight proceeded to and landed at Mount Pleasant, Texas, for refueling.

A witness, who was also a pilot of a King Air based at the Municipal Airport, Mount Pleasant, Texas, talked to the pilot of N6373S. The witness observed the pilot refuel his airplane with 14 gallons of aviation fuel, and the passenger add a quart of oil. The witness recalled that the pilot stated they were taking the airplane to Alamorgordo, New Mexico, and the weather was "clear west of Dallas."

The witness reported the weather at Mount Pleasant was approximately "500-600 overcast (AGL) with good visibility." This witness observed the taxi, run up, takeoff, and initial climb, and he observed no discrepancies with the airplane. The airplane departed runway 35 approximately 1500, and subsequently made a left turn to approximately 210 to 240 degrees and leveled off at 300-500 feet agl.

During the accident sequence, one witness, located in his front yard, observed the airplane travel "up then turn sideways." A second witness, in his vehicle traveling west on Highway 80, observed the airplane "go up in the air and then kind of roll over on [its] side." Subsequently, this witness observed the airplane go "down straight into [the] ground." A third witness, who was driving his vehicle on Highway 80, stated the airplane was "out of control." Another witness in the right front passenger seat of this vehicle, stated that she observed the aircraft and it appeared "to clip something, maybe a wire or tower, I'm not sure, but I observed some white colored material floating in the air as though it came off the [air]plane." Additionally, she observed the airplane pass over Highway 80, "weaving left and right and being unstable." Subsequently, the airplane "hit nose first into the ground."

Personnel information

A review of portions of the pilot's military records revealed that he entered military flight training in 1985. According to military personnel and acquaintances, the pilot was in the Marine reserves where he flew the Cobra helicopter.

A review of FAA records, portions of military flight records and pilot logbooks revealed, the airline transport pilot held the airplane multiengine land rating with the BAE-125 and CE-500 type ratings. He held commercial pilot privileges for airplane single-engine land, rotorcraft-helicopter, and instrument helicopter. The pilot was issued a first class medical certificate on October 2, 2000, with a limitation for possession of corrective lenses. On the medical application, the pilot indicated 8,500 accumulated flight hours with 500 hours in the previous 6 months. In 1993, the pilot was employed by Atlantic Southeast as a first officer on the EMB-120. On August 28, 1997, the pilot obtained the CE-500 (Citation) type rating at Flight Safety International, Wichita, Kansas.

The pilot completed a ground and flight training program in June 1999 for the Nanchang CJ-6A aircraft. On July 24, 2000, he added the BAE-125 (Hawker) type rating to his pilot certificate. In 2000, the pilot was employed by Executive Jet Aviation, Inc., as a captain on the CE-560 aircraft, and later that year as a first officer on the BAE-1000A aircraft.

A review of FAA records revealed that the passenger was issued a third class medical certificate and student pilot certificate on June 24, 1999. On the medical application, the student pilot indicated 1,925 accumulated flight hours with 25 hours in the previous 6 months.

According to military personnel and acquaintances, the passenger was a military aerial observer in the Marine reserves.

Aircraft information

The Nanchang CJ-6A aircraft (S/N 3732019) was manufactured in 1982, and subsequently, imported from China to the United States. The aircraft was equipped with a 285 horsepower Housai H6A air-cooled nine cylinder radial engine and a Housai J9-G1 metal two-bladed constant speed propeller. On June 1, 1998, the aircraft was issued the FAA registration number of N6373S and an experimental-exhibition airworthiness certificate with operating limitations. The aircraft was registered to the pilot on July 8, 1999.

The last recorded maintenance on the Nanchang CJ-6A aircraft was a yearly condition inspection, which was conducted at 580.7 hours total aircraft time on February 10, 1999. At the time of this inspection, the engine (S/N 2066019) had accumulated 1.7 hours since major overhaul.

The Airways Aviation mechanic reported that the pilot flew the airplane to LZU on October 29, 2000, for the mechanic to perform a condition inspection. The airplane had been modified to an air-racing configuration by the previous owner. During the modification, various items, including, but not limited to the communication radio, transponder, and circuit breakers, were moved to the aft panel. A Garmin G