History of Flight
On February 26, 2012, at approximately 1709 central standard time, a Mooney M20E airplane, registration N9224M, impacted terrain during initial climb after departing Stinson Municipal Airport (SSF) in San Antonio, Texas. The flight was conducted under 14 Code of Federal Regulations Part 91 as a positioning flight. Day visual meteorological conditions prevailed, and no flight plan was filed. The airplane departed SSF at 1707, destined for Gillespie County Airport (T82) in Fredericksburg, Texas.
The pilot was cleared for takeoff from runway 14 to the southeast, with instructions to turn left to the northeast due to traffic approaching from the south. After takeoff, when the airplane was about 200 feet above ground level, the SSF tower controller observed the airplane in a right turn and again instructed the pilot to turn left. The pilot responded with an incomplete radio comment indicating he was turning back. The controller subsequently saw the airplane flying southwest at low altitude, and shortly thereafter observed a cloud of black smoke about half a mile south of SSF.
Witnesses reported seeing the airplane turn right, then suddenly roll sharply to the right with a nose-down attitude of about 45 degrees, followed by a dive. Another witness heard sputtering and saw the airplane bank and dive. A third witness heard sputtering followed by crash and explosion sounds. Evidence at the scene indicated the airplane impacted terrain in a nose-down attitude and came to rest inverted. A postimpact explosion and fire occurred.
Personnel Information
Certified Flight Instructor
The CFI, age 63, held an airline transport pilot certificate with multiple ratings and a flight instructor certificate. He was issued a second-class medical certificate on February 3, 2012, with limitations. His pilot logbook was not available; however, on his most recent medical application he reported 20,825 total flight hours, with about 120 hours in the previous six months. He had been working full-time as a flight instructor, primarily at SSF, and typically flew from the right cockpit seat when another pilot was present.
Pilot
The pilot, age 54, held a private pilot certificate with a single-engine land rating. He was issued a third-class medical certificate on September 17, 2010. Damaged portions of his logbook showed 209.1 total flight hours, with 127.5 hours in complex airplanes and about 110 hours as flight instruction received. There was no evidence he had previously flown a turbocharged airplane. He was receiving instruction from the CFI to earn an instrument rating and commercial certificate. Of his most recent 45 flights, 29 were instruction flights with the CFI, including a flight review completed on June 6, 2011.
Aircraft Information
The four-seat, low-wing, retractable landing gear airplane, serial number 1183, was manufactured in 1966. It was powered by a 200-horsepower Lycoming IO-360-A1A engine equipped with a turbo-normalizer system installed under Supplemental Type Certificate. The airplane had been modified with advanced avionics including a Garmin G500 PFD/MFD, Aspen EFD 1000, and an S-TEC 30 autopilot. The most recent annual inspection was completed on September 1, 2011, at 6,343.2 total aircraft hours. The engine had 980.1 hours since major overhaul.
Meteorological Information
The automated weather observation at SSF at 1653 reported wind from 170 degrees at 8 knots, visibility 10 miles, overcast clouds at 3,400 feet, temperature 17°C, dew point 10°C, and altimeter 30.04 inches of mercury.
Communications and Radar
At 1653:30, the pilot contacted the SSF tower controller, advising ready to taxi with information Romeo. At 1653:51, he advised VFR and destination T82. At 1654:16, the CFI requested flight following. At 1706:51, the pilot advised ready for takeoff. The controller cleared the airplane for takeoff with instructions to turn left northeast. At 1708:46, the controller repeated the left turn instruction. At 1708:59, the pilot responded with an incomplete transmission that cut off. No further communications were received. Radar showed four returns, with altitude data for the first two at 800 feet.
Wreckage and Impact Information
The airplane impacted in a flat unimproved field, with a debris trail extending 57 feet on a heading of 330 degrees. The wreckage came to rest inverted with the nose oriented approximately north. Impact scars indicated a partially inverted, nose-down attitude. The engine separated from its mounts and came to rest upright. All three propeller blades separated from the hub; two showed chordwise smearing and gouging. The fuselage was largely consumed by fire. Aileron control continuity was confirmed from cockpit to right aileron; rudder and elevator continuity were confirmed to the tail cone but not to the cockpit due to impact and fire damage. No evidence of mechanical malfunctions or failures that would have precluded normal operation was found.
Engine examination revealed impact and fire damage. Thumb compression was established on all cylinders, and drive train continuity was confirmed. Signs of detonation were noted with a bead-blasted appearance. Three fuel injectors were removed; one was blocked by molten material, and two were blocked by carbonized oil. The turbo-normalizer system was heat-damaged; the turbocharger was seized with molten aluminum.
Medical and Pathological Information
Certified Flight Instructor
An autopsy listed the cause of death as multiple traumatic injuries. Toxicology tests detected no carbon monoxide, cyanide, or ethanol. Medications detected included amlodipine, fexofenadine, paroxetine in urine but not blood, and tramadol in blood (0.116 µg/mL). The CFI’s medical records showed diagnoses including sleep apnea, hypertension, depression, and chronic pain. He was prescribed several medications, including tramadol and paroxetine. In September 2011, he reported incomplete treatment of depression and trouble concentrating.
Pilot
An autopsy listed cause of death as massive traumatic injuries. Toxicology tests detected no carbon monoxide, cyanide, ethanol, or drugs. His medical records showed a history of hypertension and high cholesterol, treated with lisinopril and simvastatin. No significant natural disease was identified.
Tests and Research
Several impact- and fire-damaged items with potential non-volatile memory, including Garmin units, a JPI engine monitor, an iPhone, and a digital camera, were examined but no data was recovered.
Additional Information
The source includes excerpts from FAA handbooks regarding turbocharged engine operation, detonation, and preignition, as well as regulations on medical fitness for flight. These are provided as reference but do not establish a probable cause.