Accident Overview
On April 24, 2009, at approximately 1600 eastern daylight time, a Mooney M20J, registration N201JT, collided with a fence during an aborted takeoff from Berkeley County Airport (MKS) in Moncks Corner, South Carolina. The flight was operated by a private individual under 14 CFR Part 91, with an intended destination of Zephyrhills Municipal Airport, Florida. Visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed. The airplane sustained substantial damage; the private certificated pilot and one passenger were not injured.
Flight History
The pilot reported that after an uneventful 3-hour flight, he refueled the aircraft and performed a preflight inspection but did not check the fuel tanks for contaminants. After engine start, he taxied to the approach end of runway 23, where he conducted an engine run-up including magneto checks and cycling the propeller once. With flaps set to takeoff, he applied full power and noted a static RPM of 2,600 to 2,700. He estimated the takeoff roll was 1,500 feet and rotated between 65 and 70 knots. At approximately 20 feet above ground level (AGL), the engine began to "miss." The pilot verified by touch that the mixture, propeller, and throttle controls were full forward and that the magneto switch was set to both. The engine then smoothed out, and the flight continued, climbing to about 50 feet AGL. At that point, the engine again ran roughly, and the airplane was not climbing. After re-checking the engine controls, the pilot sighted a clearing to the left and told the passenger he was aborting the takeoff. He reduced power and maneuvered toward the clear area. With landing gear down, he landed approximately 1/8 to 1/4 mile past the departure end of the runway. The airplane continued on the ground and struck the airport perimeter chain link fence.
The passenger stated that at about 10 to 15 feet AGL, he heard a sound like the engine was missing. A few seconds later, he heard another miss sound and asked the pilot if he heard the same. The passenger reported that the airplane was not climbing, and he braced after the pilot said they were landing.
Post-Accident Examination
An FAA inspector on-scene that evening and again the following morning examined fuel samples from the source that fueled the accident airplane; they were free of contaminants. The airport manager reported no complaints from other pilots using the same fuel. The inspector visually checked the accident airplane's fuel tanks and noted both were nearly full.
Recovery of the airplane was performed by cutting the empennage aft of the wings, leaving the fuel supply system intact. After recovery, a National Transportation Safety Board investigator and an FAA inspector examined the airplane and engine. Visual inspection of both fuel tanks showed they were near full, with no contaminants observed inside the tanks or in samples taken. The fuel was light blue in color, consistent with 100 low lead, and not cloudy. The gascolator contained no contaminants, and the screen was clean.
In preparation for an attempted engine run, the impact-damaged propeller was removed and replaced, and the impact-damaged exhaust was cut off. During the first run using fuel from the accident tanks, the engine ran rough. A magneto check showed a 250 rpm drop for the left magneto and 50 rpm drop for the right. The engine was secured, and the No. 2 and No. 4 bottom spark plugs were found oil-soaked. After cleaning and reinstalling the plugs, the engine was restarted but continued to operate roughly. The engine was secured again, and the No. 4 bottom spark plug was still oil-soaked. The spark plugs were swapped (top to bottom and vice versa). The engine was restarted and operated to 1,800 rpm (safety concerns precluded higher operation). Magnetos were checked; the left magneto drop was between 50 and 75 rpm, and the right magneto drop was approximately 100 rpm. Following the run, all spark plugs were removed and inspected; all were light gray, and no oil-soaked plugs were noted. Additionally, all cylinders were borescoped, and no discrepancies were found. The engine was run with the fuel selector in the left and right positions with no changes noticed.
Conclusion
The source does not provide a stated probable cause for the accident.