History of Flight
On July 7, 2011, about 1928 Pacific daylight time, a Mooney M-20F, N7759M, was substantially damaged when it impacted a parking lot and a building shortly after takeoff from Watsonville Municipal Airport (WVI), Watsonville, California. The private pilot and the three passengers were fatally injured. The personal flight was operated under Part 91 of the Federal Aviation Regulations. Visual meteorological conditions prevailed, and no flight plan was filed.
The airplane was co-owned by the pilot and another individual. Relatives reported that the pilot, his wife, and their two children planned to travel to Groveland, California, for the weekend. Lockheed Martin Flight Services (LMFS) information indicated that the pilot contacted LMFS twice on the day of the accident for weather briefings, stating his intended destination was Pine Mountain Lake Airport (E45), Groveland.
According to multiple sources, a fog bank/stratus layer (the "marine layer") was located just southwest of the airport at the time of takeoff. Eyewitnesses reported that the airplane departed from runway 20. One pilot witness reported a shallow climb path; two other witnesses reported a steep climb angle followed by a rapid left roll at about 500 feet above the departure end. The airplane rolled until nearly inverted, then the nose dropped, and it descended rapidly in two tight turns before disappearing behind trees. Fire and smoke were observed immediately.
Ground scars indicated first impact in a parking lot about 700 feet southeast of the departure end of runway 20, then traveling 130 feet east-southeast and striking a building. Parallel slash marks in the pavement were consistent with propeller strikes from an engine developing power.
Personnel Information
The pilot was issued a private pilot certificate with an airplane single-engine land rating on March 17, 2011. His most recent FAA third-class medical certificate was issued in July 2010. He did not pass his first private pilot practical examination on February 11, 2011, at which time he had 57.4 total flight hours. He also failed his second examination on March 1, 2011, with 69.0 hours. One unsatisfactory segment was "Performance Maneuver - Steep Turns." He was retested on March 17 and performed satisfactorily.
The pilot's flight logbook copies showed 151.5 hours as of April 24, 2011. It appeared that all but about 15 hours were in the accident airplane.
Aircraft Information
The airplane was manufactured in 1974, equipped with a Lycoming IO-360 engine and a McCauley 3-blade propeller. It was first registered to the pilot and co-owner on November 24, 2010. The most recent annual inspection was completed in August 2010 with 3,902.0 total hours and 303.4 hours since major overhaul.
Before April 2011, one main landing gear door was damaged during taxi and repaired. On April 6, 2011, two main landing gear doors were damaged during a landing on an unprepared strip in Mexico. Those two doors and two others were removed and not reinstalled at the time of the accident. The co-owner stated there was no noticeable flight performance deterioration due to the removal.
Meteorological Information
The pilot called LMFS at 1023, planning a 1800 departure. The briefer informed him of an AIRMET for IFR conditions (low ceilings) along the coast valid until 2000, and that VFR flight was not recommended, with ceilings as low as 400 feet. At 1417, the pilot called for an abbreviated briefing. The new forecast called for scattered clouds at 1,000 feet with the marine layer moving inland about 2100. The briefer noted a very strong marine layer along the coast and advised checking back before departure.
The WVI ASOS observation at 1853 (35 minutes before the accident) showed winds from 190 degrees at 6 knots, visibility 10 miles, clear skies. The 1953 observation (25 minutes after) showed winds from 200 degrees at 4 knots, visibility 10 miles, clear skies.
Multiple witnesses reported the stratus layer just southwest of the airport. One pilot witness reported the layer boundary coincident with California Highway 1. Photographs taken after the accident show the stratus layer close to the accident site.
Wreckage and Impact Information
The airplane impacted a parking lot then a building annex of Watsonville Community Hospital. The initial impact was 677 feet on a true bearing of 131 degrees from the departure end of runway 20. Ground scars were consistent with a relatively level, upright attitude, main landing gear retracted, and engine developing significant power. Post-impact fire damaged or consumed portions of the airplane.
The engine was essentially intact with crush damage. No pre-impact failures or malfunctions of the engine or propeller were found. The propeller hub was fragmented; blades exhibited bending, twisting, scoring, and gouging. The flaps were retracted. The pitch trim actuator extension was consistent with a normal takeoff trim setting.
The cockpit/cabin was severely deformed. The front seats remained partially attached; rear bench seat was separated. The pilot and younger son were in front seats; mother and older son in rear seats. Lap and shoulder harnesses were fastened for front occupants; rear lap belts fastened but separated from attach points. Rear seats had no shoulder harnesses.
Two headsets were found, one Lightspeed Zulu active noise reduction and one David Clark brand. The stall warning horn was located and appeared to be the original component; when 12 volts were applied, it sounded a steady tone.
Additional information: The accident flight weight was within limits. GPS data from the recovered Garmin GPSMap 396 showed 11 usable points. The airplane became airborne at 1927:30, reached a maximum altitude of about 440 feet agl, then descended rapidly. Calculated airspeed decreased from about 73 mph to 55 mph. The owner's manual specified a flaps-retracted, power-off, wings-level stall speed of 68 mph. The stall warning system was reported by the co-owner as inadequate, with low volume and inaudible with noise-cancelling headsets. A Mooney service center concluded the audio level could not be increased with FAA-approved parts.