History of Flight
On May 9, 2012, about 2225 eastern daylight time, a Mooney M20J, registration N9154K, was destroyed following a collision with trees and terrain after takeoff from Spring Hill Airport (70N), Sterling, Pennsylvania. The commercial pilot and one pilot-rated passenger were fatally injured, and one passenger received serious injuries. The flight was operating under 14 CFR Part 91 as a personal flight. Night visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight originated from 70N and was destined for Republic Airport in Farmingdale, New York.
According to the surviving passenger, he arrived at Republic Airport earlier that day and was in the aft seat throughout. The other passenger was in the right cockpit seat, and the pilot was in the left. The pilot performed all flight duties; the other passenger did not fly. The flight went to Lancaster, Pennsylvania, where the pilot fueled the aircraft. The passenger did not recall any weight and balance calculations or checklist use. The pilot remarked they were “a little overweight from Farmingdale.”
The pilot chose to land at 70N because it was closer to the other passenger’s parents. He had not flown into 70N before. On the first landing attempt, the pilot acquired the runway late and executed a go-around. An uneventful approach and landing followed.
After dinner, the group returned to 70N for the return flight. The pilot was aware of a hill at the departure end of runway 23, having seen it in daylight. He taxied to runway 23 and lined up for takeoff at the intersection of the taxiway and runway 23, not using the full runway length. The runway lights were on and appeared normal. The airplane became airborne at the departure end numbers, just prior to the displaced threshold. Immediately after liftoff, the stall warning horn activated. The pilot was “unable to recover from the stall.” As the airplane approached trees at the end of the runway, it began a left turn. The left wing struck a tree, and the airplane landed inverted, catching fire. The surviving passenger escaped through a broken rear window.
The passenger reported no engine problems. Before the crash, the front seat passenger asked, “Are we going to be OK?” and the pilot replied, “I don’t think so.” The wind was “very light.”
The front seat passenger’s father said none of the occupants had been to 70N before. The flight departed from the intersection closest to the departure end of runway 5. All taxiway lights and the runway beacon were working.
A witness heard the engine, then the sound of impact. She saw the wreckage on fire, and the surviving passenger running for help.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported 272 total flight hours on his commercial certificate application dated July 11, 2011. His personal flight logbook was not recovered.
Aircraft Information
The airplane was a single-engine, low-wing, retractable-gear Mooney M20J, serial number 24-3372, powered by a Lycoming IO-360 engine rated at 200 horsepower. Aircraft maintenance records were not recovered.
Meteorological Information
The 2253 surface observation at Pocono Mountains Municipal Airport (MPO) reported wind from 310 degrees at 6 knots, visibility 10 statute miles or better with light rain, few clouds at 7,000 feet, ceiling 9,000 feet broken, temperature 13°C, dew point 7°C, and altimeter 29.64 inches of mercury. Sunset was at 2008; evening civil twilight was at 2039.
Aerodrome Information
A lighted hill about 29 feet high was located about 201 feet beyond the runway 23 departure end. Runway 23 was 2,478 feet long, including a 400-foot displaced threshold at the departure end, and had a 2.4 percent upslope. All airport lighting was reportedly operational. The intersection where the takeoff roll began was about 200 feet beyond the approach end of runway 23.
Wreckage and Impact Information
The accident site was in a wooded area about 0.37 nautical miles southwest of the departure end of runway 23. The wreckage was inverted on a heading of 090 degrees. All structural components were within the main wreckage area; no wreckage path was discernible. A post-crash fire consumed most of the cockpit, cabin, and left wing. Broken tree limbs near the wreckage showed smooth, angular cuts and black transfer marks.
The landing gear was extended; wing flaps were in the takeoff position. Flight control continuity was established from the burned cockpit to the rudder, elevator, and ailerons. The left aileron control rod was intact but its forward eyelet bracket separated. The right aileron control rod was broken near the aft eyelet, indicating overload separation. The pilot and copilot control wheels were linked via control rods.
The engine was examined at the site. The propeller remained attached. The exhaust system was partially separated; no exhaust gas residue was observed. All rocker covers and spark plugs were removed; spark plugs showed normal combustion. The engine was manually rotated and demonstrated suction and compression on all cylinders. Valve rocker arms and accessory gears moved normally. No cylinder defects were found via borescope. Nothing precluded the engine from producing rated power before impact.
Medical and Pathological Information
Autopsies were performed on May 11, 2012. The pilot’s cause of death was multiple traumatic injuries; manner accidental. The report stated the pilot was dead before fire erupted. Toxicology showed no carbon monoxide, cyanide, ethanol, or drugs.
The pilot-rated passenger’s cause of death was combined effects of smoke inhalation with carbon monoxide poisoning, pulmonary edema, and heat; manner accidental. Toxicology indicated 19% carbon monoxide in blood; no cyanide or drugs; blood unsuitable for ethanol analysis.
Tests and Research
Estimated aircraft weight at takeoff was 2,714 pounds; maximum gross weight was 2,900 pounds. The manufacturer’s expected takeoff roll on a level runway was about 1,490 feet. Runway 23 had a 2.4% upslope; no performance charts incorporated upslope.