History of Flight
On March 9, 2019, about 1047 central standard time, a Cessna T337C airplane, registration N922EJ, was destroyed during an inflight breakup and subsequent collision with trees and terrain near Longview, Texas. The private pilot and three passengers were fatally injured. The airplane was owned and operated by the pilot, who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Day instrument meteorological conditions with convective activity prevailed in the area about the time of the accident, and no flight plan was filed. The cross-country flight departed from Lancaster Regional Airport (LNC) near Lancaster, Texas, about 0930, and was destined for Lakefront Airport near New Orleans, Louisiana.
An employee at LNC reported that the pilot and three other people arrived at the airport. The pilot purchased one quart of oil, conducted a 10-minute preflight, added oil to the front engine, and then started the airplane, letting it run for about five minutes. The airplane was then taxied toward the south ramp out of sight. The self-serve fuel was located in that area, and the employee indicated it was a long enough period for the pilot to service the airplane with fuel. The airplane then took off and flew away. The employee noted that a severe thunderstorm had passed through about 0730-0830, and at departure, the weather was clear.
A witness near the accident site reported that the wind picked up, gusting over 35 mph from the west, and rain fell in sheets. He heard a single lightning strike about one-quarter mile northwest of his house. Approximately a minute later, he heard a sound resembling an Air Tractor, but he saw nothing in the air. The ceiling was no more than 100 ft. He did not initially believe it could be an aircraft, thinking it might be static electricity or a small tornado.
A friend of the family later reported the airplane missing, and an alert notice was issued. Later, a witness driving on a road saw scattered trash along a clearway above an underground pipeline in a wooded area. Upon closer inspection, he discovered it was an airplane crash and called 9-1-1 at about 1900.
Personnel Information
The 51-year-old pilot held a private pilot certificate with an airplane single-engine land rating. His last aviation medical examination was on August 8, 2018, during which he applied for a third-class medical certificate. He reported 1,200 hours of total flight time and no hours in the previous six months. He also reported taking dapagliflozin, a diabetes medication not permitted for use by pilots, and was subsequently issued a denial of that medical certificate. His logbook was found in the wreckage; the last entry was dated August 23, 2018, and using carried-forward flight time, his total logged flight time was 250.9 hours. The investigation could not determine how much total flight time he had accumulated flying the accident airplane.
Aircraft Information
The airplane had a total standard fuel capacity of 93 gallons (92 gallons usable) distributed between two wing fuel tanks, and a total auxiliary fuel capacity of 38 gallons (36 gallons usable) distributed between two inboard wing fuel tanks. The airplane's maximum maneuvering speed was 155 mph (about 134.7 kts). According to the airplane owner's manual, maneuvering speed is the maximum speed at which abrupt control travel can be used without exceeding the design load factor.
The previous owner sold the airplane to the accident pilot in fall 2018, but there was no FAA record of the purchase. The previous owner reported that the airplane performed perfectly, had a total airframe time of about 1,800 hours with both engines at about 600 hours, and was an excellent flying airplane with good radios. He also stated that the airplane underwent an annual inspection shortly after the pilot purchased it.
Meteorological Information
An NTSB senior meteorologist produced a factual weather report. A search of official weather briefing providers found no contact with the pilot on the day before or the day of the accident.
A National Weather Service (NWS) surface analysis chart for 0900 depicted the accident site ahead of a cold front and near a secondary trough of low pressure in an area favorable for multicellular line thunderstorm or squall line development. An NWS convective outlook graphic issued at 0700 indicated a slight risk of severe thunderstorms for the route of flight over eastern Texas and Louisiana, including the accident site. A convective outlook bulletin stated that a line of strong-to-severe thunderstorms had already developed over northeast Texas ahead of the cold front and was moving east-northeast, with damaging winds, sporadic hail, and the threat of a tornado.
The NWS issued in-flight aviation weather advisories valid for the time surrounding the accident and route of flight, warning of severe thunderstorms, IFR conditions, moderate turbulence, low-level wind shear, and icing.
The closest official weather reporting site, East Texas Regional Airport (GGG), Longview, Texas, about 10 miles west of the accident location, recorded a special observation at 1040: wind from 260° at 21 kts gusting to 36 kts, visibility 2.5 statute miles in thunderstorm, heavy rain, and mist, ceiling broken at 2,600 ft agl, broken at 6,000 ft agl, overcast at 9,500 ft agl, temperature 18°C, dew point 17°C, altimeter 29.78 inches of mercury. Remarks indicated peak wind from 250° at 36 kts at 1035, lightning distant southwest through north, rain and thunderstorm began at 1025, pressure rising rapidly.
A composite radar mosaic for 1045 showed the accident site on the east side of a line of intense echoes extending over the route of flight. A constant pressure chart depicted a low-level jet stream with a southwesterly wind of 60 kts at about 5,000 ft above the accident site.
A High-Resolution Rapid Refresh (HRRR) model sounding for 1100 supported a layer of clouds between the lifted condensation level (1,055 ft) and 9,000 ft, with an unstable environment and potential convective cloud height to about 38,000 ft. The sounding also supported the risk of strong storms with multicellular line- and supercell-type storms.
Lightning data showed 836 total lightning flashes within about a 40-mile radius of the accident site between 1030 and 1050, including 53 cloud-to-ground strikes.
Wreckage and Impact Information
The main wreckage, consisting of fragmented fuselage, empennage, inboard wings, left outboard wing, and both engines, was found embedded 6 to 8 ft below grade in wooded terrain about 62° and 10 nautical miles from GGG. One fuel tank was found fragmented near the main wreckage, and another fuel tank was found in a clearway for an underground pipeline. Highly fragmented sections were widely distributed in the woods.
A backhoe was used to raise the wreckage. The rear propeller blades were attached to their hub, which remained attached to its propeller flange, but the flange was separated from its engine crankshaft. One blade exhibited leading-edge nicks; the other showed S-shaped bending. The front propeller hub remained attached to its engine, but its blades were not attached; one inboard and one outboard section of a front propeller blade were identified on site, exhibiting separations in overload and chordwise abrasion. A disassembled instrument gyro exhibited rotational scoring on its rotor and housing.
Examination at a storage facility in Marshall, Texas, on June 17-18, 2019, revealed that the wreckage from the main site was fragmented with fore-aft crushing and accordion-style deformation. Three corners—front/fuselage, left wing, and empennage—were identified.
A right outboard wing section was recovered about 72° and 1 nautical mile from the main wreckage, mostly intact from the outboard end rib inboard about 72 inches. Its aileron was mostly intact and attached; the aileron rod end was attached but fractured from its push-pull tube. The right rear spar was fractured near WS 159, and the right forward spar exhibited upward deformation and cracking consistent with overstress separation.
A right outboard flap segment was recovered about 59° and 3 nautical miles from the main wreckage, about 50 inches long and mostly intact but with buckling damage on its upper and lower skins. A right outboard leading-edge segment was recovered about 72° and 1.7 nautical miles from the main wreckage, spanning WS 110 to WS 133.
All control cable separations exhibited a broom-straw appearance consistent with overload. No evidence of corrosion or pre-existing conditions was found on primary structures.
Front engine configuration was consistent with a Continental TSIO-360-A; the rear engine was a TSIO-360-A (serial number 184247-8-A). The front engine had several holes in its crankcase, but no pre-impact failures were noted to its crankshaft or connecting rods. The rear engine also had crankcase breaches with no pre-impact failures. Both engines exhibited damage consistent with ground impact.
Rear propeller blades exhibited forward bending, chordwise scratching, and leading-edge polishing. Front propeller blades showed S-bending and chordwise scratches; one blade was fractured into two pieces.
Medical and Pathological Information
An autopsy performed by Forensic Medical of Texas determined the pilot's cause of death as severe blunt force injuries. Toxicology testing identified propranolol, a beta-blocker, in the pilot's muscle specimens.
Additional Information
In August 2018, the pilot contacted a flight instructor for a flight review in a Cessna 182. The pilot had completed an online refresher course and indicated it had been 4-5 years since he last flew. He mentioned purchasing a Cessna 337 and planned to fly to southern Texas. The instructor advised that multi-engine training would be needed for the Cessna 337. The flight review included slow flight, steep turns, and stalls. The pilot expressed discomfort and stated he needed more time. The instructor did not complete or endorse the flight review.
In October 2018, the pilot contacted the chief flight instructor for training in his Cessna 337. The chief instructor had no 337 experience but was covered by insurance. They flew about 2 hours in the 337, with the pilot in the right seat and the chief instructor in the left seat, but no instruction was given. The chief instructor noted the airplane had a spray-paint paint job and old avionics, but powerplants operated nominally and all primary systems were airworthy. He provided one hour of instruction in a flight training device. The airplane was returned to the hangar, and the chief instructor did not hear from the pilot again.
Communications
No records of air traffic control communication were found for N922EJ.
Tests and Research
An NTSB senior air traffic investigator examined radar data and a video playback of the flight track. Radar data showed the airplane east of LNC, traveling eastward, entering an area of weather and turning back westward, then traveling eastward again into another area of weather. The video showed the airplane flying between 160 and 190 kts before starting a spiral-shaped track, during which it descended near the accident site.