History of Flight
On October 20, 2008, about 1315 Pacific daylight time, a Mooney M20J, registration N201EN, collided with descending terrain during takeoff from runway 22 at Catalina Airport, Avalon, California. The certificated private pilot was operating the airplane under 14 Code of Federal Regulations Part 91. The private pilot and two passengers were killed; one passenger sustained serious injuries. The airplane was destroyed by post-impact fire. Visual meteorological conditions prevailed and no flight plan was filed. The personal flight departed Catalina with a planned destination of Corona Municipal Airport, Corona, California.
According to a passenger in the forward right seat, the ground roll for the accident takeoff was slower and "labored" compared to the inbound flight, and the airplane seemed to be "going and going" on the runway surface. After takeoff, the airplane immediately began to "wobble." About the runway midpoint, the passenger sensed the airplane slow down and then accelerate. As they approached the end of the runway, the pilot pulled back on the control yoke and stated, "I'm sorry." The airplane then descended beyond the runway bluff toward lower terrain. The passenger reported no obstructions on the runway and no wildlife interference.
A witness below and northwest of the runway 22 departure bluff observed the airplane depart to the left of the runway centerline. As it left the bluff, it began to bank right and dive out of view. Dust and fire erupted in the valley below. The witness reported no smoke trailing and the engine appeared to be running at high speed.
Personnel Information
The 74-year-old pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane, and a third-class medical certificate issued February 27, 2007, with corrective lenses limitation. His flight logbook showed the last entry on September 15, 2007, with a total of 1,348 hours flight experience, 27 hours in the accident airplane. His most recent documented flight at Catalina was December 18, 1983. A witness at Corona airport observed the pilot flying the accident airplane 30 to 40 times during the 18 months preceding the accident.
Aircraft Information
The four-seat, low-wing, retractable-gear airplane was manufactured in 1977. It was powered by a Textron Lycoming IO-360 200-hp engine and equipped with a McCauley two-blade constant-speed propeller. Maintenance records indicated an annual inspection completed on June 20, 2008, at tachometer time 3,478 hours. The engine had total time 3,476 hours and 743 hours since major overhaul in March 1997.
Weight and balance showed basic empty weight 1,795.34 pounds and useful load 944.66 pounds. The airplane was last fueled with 27 gallons of 100LL at Corona Municipal on October 17, 2008, at 1337. Front seat occupants weighed 387 pounds total, rear seat 255 pounds. The surviving passenger estimated baggage weight about 160-200 pounds, loaded into the aft baggage area. The Pilot Operating Handbook (POH) listed maximum baggage compartment weight as 120 pounds. POH performance for maximum gross weight under accident weather conditions gave a takeoff ground roll distance of about 1,050 feet on a level runway.
Meteorological Information
At 1251, an aviation routine weather report for Catalina airport indicated winds from 260 degrees at 5 knots, visibility 10 miles, clear skies, temperature 18°C, dew point -2°C, altimeter 30.10 inches of mercury.
Airport Information
Catalina Airport runway 22 was 3,000 feet long and 60 feet wide, with an uphill slope of 1.8% for the first 2,000 feet, then level. The FAA Airport/Facilities Directory noted the runway surface was rough with potholes and soft spots, and that both ends had 1,600-foot drop-offs to the sea. The airport had no fueling facilities.
Wreckage and Impact Information
Two sets of tire marks and a 20-foot-long paint transfer mark were found on the runway at the crest, about 2,100 feet from the runway 22 beginning. Marks matched the main landing gear (MLG) and right wing tip. Tire marks continued off the left edge onto gravel for 800 feet, then straddled the edge for the remaining 200 feet before ending where the terrain dropped. A 20-foot-long nose wheel impression was found in gravel at about the 2,540-foot mark. The first debris—left wing tip and aileron—was located at the base of a tree 700 feet beyond and 150 feet below the runway. The main wreckage came to rest in a ravine about 180 feet below the departure end, on a heading of 330 degrees magnetic. The airplane was largely intact but the cabin and inboard wing sections were consumed by fire. Control continuity was confirmed to the center cabin area; elevator trim was set for takeoff. Fire damage prevented determination of flap position. No obvious evidence of preimpact mechanical malfunction was found.
Engine examination revealed continuity and compression. Camshaft lobes on cylinders two and four exhibited scoring and wear; a Lycoming representative stated the lifting peaks of shared cam lobes were worn to about 75% of original size, which could result in undetermined power reduction. One propeller blade had an s-shaped bend; the other was bent aft at the root.
Medical and Pathological Information
Autopsies by the Los Angeles County Department of the Coroner reported cause of death for both rear seat occupants as combined blunt force and thermal injuries. The pilot's cause of death was also combined blunt force and thermal injuries; his autopsy noted severe coronary atherosclerosis with almost complete occlusion by a thrombus of the left anterior descending coronary artery. Toxicological tests were negative for carbon monoxide, cyanide, drugs, and alcohol. The pilot's most recent medical application reported no medication use or relevant medical history; his occupation was physician.