History of Flight
On August 30, 2008, about 1125 central daylight time, a Mooney M20C, registration N6480U, was substantially damaged when it impacted terrain during a forced landing while approaching Lawrenceburg-Lawrence County Airport (2M2) in Lawrenceburg, Tennessee. The certificated private pilot was seriously injured, and the passenger was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated at Mason County Airport (3I2) in Point Pleasant, West Virginia, and was conducted under 14 Code of Federal Regulations Part 91.
A lineman at 2M2 reported that the pilot checked in via radio on the airport's common traffic advisory frequency. The lineman provided the current altimeter setting and wind conditions. The pilot stated he was about 11 miles from the airport and later indicated he was on final approach for runway 17. The lineman observed the airplane in a steep bank over trees northwest of the airport, noting that the bank was so steep he could clearly see its underside before losing sight behind trees.
Another witness, about 1 nautical mile north of the accident site, saw the airplane flying overhead at a normal position and altitude for airport operations. The airplane was in a bank west of the witness's position. The witness then heard the engine "backfire" twice before it went silent, and the airplane descended southeast before disappearing behind trees.
A third witness, about 1,400 feet northeast of the accident site, reported that an individual exclaimed, "that plane is going to crash." She then saw the airplane at low altitude, able to discern two occupants. She had the impression the engine was not producing power or was at a low setting. The airplane headed toward the airport, entered a right turn, leveled its wings, turned right again, descended vertically momentarily while "shuddering," then turned back toward the accident site before she lost sight behind terrain. Shortly after, she heard impact sounds and saw debris.
Meteorological Information
The reported weather at Northwest Alabama Regional Airport (MSL) in Muscle Shoals, Alabama, about 34 nautical miles southwest, at 1153, included calm winds, clear skies, temperature 29°C, dew point 20°C, and an altimeter setting of 30.04 inches of mercury.
Personnel Information
The pilot held a private pilot certificate with a rating for airplane single-engine land. His personal logbook showed 342 total hours of flight experience, with 301 hours logged through 1984 and the remainder since November 2007. His most recent flight review was completed on June 11, 1984. He received a logbook endorsement for complex aircraft operation on April 7, 2008. He had logged 33 total hours in the accident airplane make and model. The pilot had flown from 3I2 to 2M2 four times since July 3, 2008; three of those flights were direct, averaging 2.5 hours. No logbook entries were found after August 8, 2008.
Aircraft Information
According to FAA records, the airplane was manufactured in 1962. Its most recent annual inspections were completed on May 29, 2008 (airframe) and June 29, 2008 (engine). At the airframe inspection, it had accumulated 2,514 total hours. Fueling records from 2M2 showed four services since July 5, 2008: 37.1 gallons on July 5, 32.1 on July 19, 8.2 on July 8, and 36.1 on August 19. Records from 3I2 indicated the pilot obtained 25.2 gallons on August 19.
Wreckage and Impact Information
Examination of the wreckage on August 31, 2008, revealed that all major components were accounted for. The initial impact point was a tree about 3,500 feet northwest of the runway 17 threshold, with a wreckage path about 200 feet long oriented 300° magnetic. The initial tree strike was about 30 feet above ground, with at least three additional tree strikes. About 180 feet from the initial strike was a ground scar 10 inches in diameter and 1 inch deep. The propeller was found separated forward of the flange, buried face down about 5 inches deep, about 6 feet beyond the scar. No leading edge gouging was noted on the propeller; minimal chordwise scratching and almost no blade deformation.
The airplane came to rest in a corn field, oriented roughly opposite the wreckage path. The cabin forward of the instrument panel was deformed and destroyed. Both wings exhibited leading edge crush damage to their outboard third spans. The right flap was separated from its mounts. The fuselage displayed deformation just aft of the aft cabin bulkhead, and the empennage was displaced 30° left. Control continuity was confirmed from rudder, elevator, and ailerons to the cabin area.
No odor or evidence of fuel spillage was noted at the scene. Staining consistent with 100-octane low-lead aviation fuel was found on the underside of the fuselage, running aft from the forward nose landing gear door. Traces of fuel were observed in the electric fuel boost pump, and the fuel strainer was absent of debris. Less than 1 cup of fuel was drained from the left and right tanks. Each tank was filled with about 10 gallons of water without visible leaks.
The carburetor was separated from its mount but remained attached by the throttle control arm. Movement of the throttle arm confirmed operation of the accelerator pump, and fuel emitted from the carburetor jet. Disassembly revealed intact floats and a trace of fuel in the bowl.
The engine was disassembled and examined at the manufacturer. Drivetrain and valvetrain continuity was confirmed by crankshaft rotation, and compression was confirmed on all cylinders. Both magnetos produced spark on all leads. The fuel pump produced suction at inlet and pressure at outlet. Oil suction and pressure screens contained small carbon bits; no excessive or unusual wear was noted.
A Garmin 195 handheld GPS receiver was recovered but was not recording track log information at the time of the accident.
Additional Information
Review of the Mooney M20C Owner's Manual indicated that between 5,000 and 7,500 feet, fuel burn typically ranged from 12.9 to 9.0 gallons per hour during "best power" cruise. Estimated range at those burn rates was 597 to 731 nautical miles with no reserve. The airplane had a total usable fuel capacity of 48 gallons. The distance between 3I2 and 2M2 was 331 nautical miles.