FTW97FA032

A witness observed the airplane in a 3 to 4 turn (360 degree) spin to the right with the engine pointing downward before the airplane impacted the water and a fire erupted. The pilot received a 2.1 hour check out including stalls. He wanted to fly the airplane solo before beginning his commercial pilot training and rented the airplane for the local flight. Numerous entries for stalls were entered in the pilot's logbook; however, there were no entries for spin training (not required by FAR's). The pilot logged 6.4 hours of simulated instrument flight and 0.8 hour in actual instrument conditions during the 90 days prior to the accident. Radar summary charts indicated precipitation intensity levels throughout the area with tops to 30,600 feet. Weather stations reported wind gusts to 25 knots. Cumulus and towering cumulus clouds with multiple cloud layers associated with a front prevailed throughout the area. Convective sigmet and Airmets were in effect for thunderstorm activity, IFR ceilings and visibility. VFR flight was not recommended away from the local airport. There was no evidence of an inflight fire. Examination of the airplane did not reveal any pre-impact discrepancies.

History of flight:

On November 1, 1996, at 1650 central standard time, a Mooney M20J, N25LS, registered to H and L Air Services, Inc., of Houston, Texas, and operated by the Ellington Field Aero Club, Inc., as a Title 14 CFR Part 91 flight, impacted the water following a loss of control near San Leon, Texas. The instrument rated private pilot was fatally injured and the airplane sustained substantial damage. Visual meteorological conditions prevailed; however, frontal passage with a wind shift and gusts was occurring. A flight plan was not filed for the personal flight. The local flight originated from Houston, Texas, 30 minutes before the accident.

During personal interviews, conducted by the investigator-in-charge and the FAA inspector, the following information was gleaned from local authorities, witnesses, and the operator. A certificated pilot observed the airplane in a 3 to 4 turn (360 degree) spin to the right with the engine pointing downward before the airplane impacted the water and exploded with flames and black smoke erupting for 200 to 300 feet into the air. Another witness observed the airplane flying in the light rain, while 2 other witnesses observed the airplane in level flight beneath the base of the clouds. One witness observed the airplane descending and another witness reported observing the airplane circle toward the bay. Witnesses reported that following the airplane's impact with the water, the fire continued to burn on the water for several minutes and witnesses described the fire as the type associated with a pipeline rupture. Local authorities responded to the scene.

Personnel information:

During interviews, conducted by the investigator-in-charge, Ellington Aero Club personnel, reported the following information. On October 15, 1996, the pilot received an aero club flight check in the airplane, and rented the airplane for 2 hours on November 1, 1996, for a local flight. The instrument rated private pilot had not flown this make and model of airplane prior to October 15, 1997. On that date, the pilot received a 2.1 hour flight check in the airplane from an aero club flight instructor. The flight check, conducted in the area of San Leon at 2,500 feet MLS, included slow flight maneuvers, stalls, steep turns, and simulated emergency procedures. The flight instructor stated that "following the check out, the pilot wanted to fly the airplane solo before beginning his commercial pilot flight training." Due to a previously scheduled cross country trip at the aero club, the airplane was not available for local flight until November 1, 1996. The flight instructor further reported that the pilot had scheduled his commercial flight training for the first 15 days in November 1996 with the certification practical test planned for November 16, 1996.

The pilot logbook and the FAA records reviewed by the investigator-in-charge, showed that the pilot began flight training in May 1983 and obtained the private pilot certificate on April 29, 1991. Total aircraft flight time in a low wing fixed gear aircraft with a constant speed propeller was 71.8 hours from November 1995 through August 1996 in a Piper PA28-151. Total aircraft flight time in a low wing airplane with retractable landing gear, flaps, and a controllable pitch propeller was 18.9 hours in a Beech BE24R from August through October 1992 and the 2.1 hour flight check out in N25LS in October 1996. Numerous entries for stalls, steep turns, slow flight, and emergency procedures were entered in the pilot logbook; however, there were no entries for spin training. Spin training is not required by Title 14 CFR Part 61 for private pilot certification or the instrument rating.

In February 1992, the pilot began flight training for the commercial pilot with an instrument rating under a Title 14 CFR Part 141 curriculum. He obtained the instrument rating on March 9, 1996, with 56. 7 hours of simulated instrument flight and 14.3 hours of flight in actual instrument conditions. During the 90 days previous to the accident, the pilot logged 6.4 hours of simulated instrument flight and 0.8 hour in actual instrument conditions.

Aircraft information:

The aircraft was manufactured in 1977 and a standard airworthiness certificate was issued for N201WX. On January 1,1989, the registration number was changed to N25LS. The FAA aircraft registration records revealed that the airplane was registered to the current owner on August 3, 1994. A review of the aircraft maintenance records, by the investigator-in-charge, revealed that the last annual inspection was performed and the airplane returned to service on March 8, 1996.

The Airplane Flight Manual (copies of portion enclosed) emergency procedures for the M20J states that intentional spins are prohibited. In the event of an inadvertent spin, recovery techniques are listed in the manual. A spin warning published in the manual states: Up to 2,000 feet of altitude may be lost in a one-turn spin and recovery; therefore stalls at low altitude are extremely critical.

Meteorological information:

Thunderstorms and rain associated with a frontal passage, moved through the Dickinson Bay area near San Leon between 1530 and 1600 with winds from the north at 10 to 12 mph and overcast skies. The front moved to the south and light rain showers and overcast skies estimated at 2,000 to 3,000 feet were reported by witnesses at the time of the accident.

Weather reports were reviewed by the investigator-in-charge. Radar summary charts indicated strong precipitation intensity levels throughout the area with tops to 30,600 feet. Local weather stations in the vicinity reported a visibility of 5 statute miles and winds from the west with gusts to 25 knots in drizzle, mist, and rain showers. Cumulus and towering cumulus clouds with multiple broken and overcast cloud layers beginning from 1,000 feet AGL associated with a front prevailed throughout the area.

Convective Sigmet 28C was in effect for widely scattered thunderstorm activity across southeast Texas. Airmet Sierra and Tango were valid for occasional ceilings below 1,000 feet AGL and visibility below 3 statute miles in clouds and precipitation mist.

Communications:

A review of air traffic control data, transcripts, and statements revealed the following summary information. All times are converted to central standard time unless otherwise indicated.

1518:50 The pilot requested and received a standard weather briefing for a local VFR flight departing from Ellington Field at 1645.

1520:19 The pilot was briefed on the flight precautions for occasional IFR 1,500 to 2,000 overcast with widely scattered rainshowers and thunderstorms associated with a line of weather in the immediate vicinity of Ellington. The briefer stated "if you are going to stay close to the airport or just stay in the pattern I think it is going to be alright but if you are going to try and go anywhere."

1521:10 The briefing was interrupted as the pilot transmitted "Oh I'm gonna yeah I'm not going very far at all no more than ah about fifteen minutes away."

1521:15 The pilot was advised to watch out for the "trong northerly wind."

1608:45 The pilot requested and was cleared to taxi aircraft N25LS to runway 35 via Taxiway ECHO.

1619:29 The pilot requested a takeoff clearance from Taxiway ECHO.

1619:30 The pilot accepted the controller clearance for takeoff on runway 04 and was cleared for the takeoff and a right turn out of traffic. The was the last ATC contact with the aircraft.

Wreckage and impact information:

The airplane came to rest at North 29 degrees 28.81 minutes, West 094 degrees 55.56 minutes, in 5 feet of water, approximately 1,000 yards from the shores of April Fools Point. The upper portion of the empennage protruded above the water with the airplane sitting right wing down with the cockpit door open and the wing tip