History of Flight
On August 18, 2013, about 1448 central daylight time, a Mooney M20J, N9201R, descended and impacted terrain after takeoff from Charles B. Wheeler Downtown Airport (MKC), Kansas City, Missouri. The airplane sustained substantial damage to the wings and fuselage. The private pilot and a passenger were fatally injured. The airplane was registered to Air McRoyal, LLC and operated by the pilot under 14 Code of Federal Regulations Part 91 as a personal flight that was not operating on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The flight was originating at the time of the accident and was en route to Youngstown, Ohio.
On August 15, 2013, the personal flight originated from Youngstown, Ohio and arrived at MKC. The airplane was parked on a ramp in front of a fixed base operator (FBO) at MKC. The president and owner of a general aviation consultant, sales, and refurbishment firm, stated that a text message from the pilot was received on August 16, 2013. The provided text message stated: "Hey… . Just an update. ... Landed kmkc yesterday from kyng. Ran really well. Total trip time was 4:30. Not too bad. Better than spending 8 hrs in airports."
On the day of the accident, the airplane was taxied from the ramp to the airport self-serve fuel pump and 25.25 gallons of 100 low lead aviation fuel was obtained.
An airplane mechanic at the FBO stated that he heard the airplane engine run-up and takeoff. The run-up was "short" and was "less than a minute." He did not hear any engine power hesitations during the run-up, just a "quick" magneto check. He did not hear any power hesitation prior to the engine quitting during takeoff.
At 1946, N9201R was cleared for takeoff on runway 19 (6,827 feet by 150 feet, grooved concrete) at intersection K (runway available from intersection K was about 5,313 feet). During takeoff, N9201R reported an emergency during the climb. The airplane descended to an estimated height of 10 feet above the runway surface with the landing gear retracted. The airplane was approximately no farther than half down the runway before a second climb began and N9201R reported "I'm okay." The airplane attained an altitude of about 300-400 feet above ground level when it was observed to enter a turning stall. The airplane descended and impacted a field about 0.25 miles southwest of the departure end of runway 19.
Personnel Information
The pilot, age 52, was issued a private pilot certificate on May 11, 2004, after passing a private pilot examination on his second attempt. A Cessna 172R was used for the examination and the pilot's total time at the time of the examination was 88.7 hours. The first entry of the pilot's logbook was dated October 20, 2001, which was an "intro flight" using a Cessna 152. Prior to February 12, 2013, logbook entries showed that the pilot had only flown Cessna 152, Cessna 172, and Piper PA-28-160 airplanes. From February 12 to February 14, 2013, the pilot received 11.4 hours of Mooney airplane training and a complex airplane endorsement under Part 61.31(e) using the accident airplane. The pilot's total flight time to date on February 14, 2013, was 289.5 hours. There were four entries after the pilot's last training flight. The last entry in the pilot's logbook was not dated and the total flight time to date was 308.7 hours, of which 30.6 hours were in Mooney airplanes.
The flight instructor who provided the pilot's Mooney airplane training stated that the pilot was a "pretty good pilot" and "pretty adept." He was "pretty thorough" and did not rush or hurry up and would not skip items. The pilot did "fine" and there were "no issues." The pilot did not have any flight time in retractable landing gear airplanes before he started training. He thought that it was "unusual" that the pilot did not have an airplane instrument rating.
The pilot did not have any previous Federal Aviation Administration (FAA) record of accident, incidents, or violations.
Aircraft Information
N9201R was a 1978 Mooney M20J, serial number 24-0614, purchased by Air McRoyal, LLC (the aircraft registration application was signed by the pilot as president of McRoyal Industries, Inc. on December 14, 2012) on December 31, 2013. The airplane was powered by a Lycoming IO-360-A3B6D, serial number L-19288-51A, engine. The engine was equipped with a Bendix RSA-5AD1, serial number 67270, fuel servo. The last annual inspection of the airframe was dated January 8, 2013. A work order for the annual inspection, which was also a presale inspection, referenced an airplane total time of 2,423.84 and a tachometer time of 2,423.84. The work order listed Item 7 with discrepancy: "Replace fuel cap O-rings" and note: "Water in fuel system." Corrective action was replacing the fuel cap O-rings. The parts listed were two MS29513-010 Fuel Cap O-Rings, Small and two MS29513-338 Fuel Cap O-Rings. The work order and airframe logbook did not cite that the fuel tanks were pressurized to check for leaks of the fuel caps.
The Mooney M20J Service and Maintenance Manual, Section 28-00-01, states that the sealing capability of each cap assembly should be checked periodically and at each annual inspection, including procedures for inspecting O-rings, adjusting nut tension, and pressurizing tanks to check for leaks. The engine was overhauled May 22, 1992. The last annual inspection of the engine was dated January 8, 2013, at an engine total time of 2,423.84, a time since major overhaul of 1,027.25, and a tachometer time of 2,423.84.
Meteorological Information
The MKC automated surface observing system recorded at 1345: wind 170 degrees at 7 knots, variable between 120 and 210 degrees; visibility 10 statute miles; sky condition broken at 5,000 feet above ground level; temperature 28 degrees Celsius; dew point 14 degrees Celsius; altimeter setting 30.12 inches of mercury. Rain totals at MKC for August 15, 16, and 17, 2013, were trace, none, and none, respectively. There was no precipitation recorded on the day of the accident.
Wreckage and Impact Information
The main wreckage, including the fuselage, attached wings and empennage with control surfaces, engine, and propeller, was located in a field about 0.25 nautical miles southwest of the departure end of runway 19 at an elevation of about 705 feet mean sea level. The airplane was upright with a tail-to-nose heading of approximately 170 degrees. The landing gear jack screw extension was consistent with the landing gear in the retracted position. The flap jack screw extension was consistent with flaps in the 10-degree position. The empennage trim jack screw extension was consistent for a flaps-10 takeoff setting. No evidence of soot or fire was found.
The fuselage exhibited aft crushing to about the rear cabin entry door frame and the cockpit roof was broken open. The engine compartment had aft crushing damage. The leading edge of both wings showed aft crushing about one-third of the wing chord, with upward bending near the forward portion of both wing tank fuel filler necks. Both wing fuel tanks were broken open. Both wings exhibited about a 90-degree crush angle. The outer left wing section had greater relative aft deformation and was curled upward. The empennage was bent laterally to the right about 10 degrees, and the left horizontal stabilizer and its elevator tip were bent upward. Flight control continuity from all control surfaces to cockpit controls was confirmed.
Both wing fuel caps were in place with locking tabs down and flush. The caps were removed; all components were intact. A brown stain was on the left fuel tank filler neck flange. When water was poured over the caps, it leaked from the underside. Interchanging the caps yielded the same result. Black sealant was present along the bottom of the wing fuel tank ribs but did not cover holes at the bottom. No obstructions were in the fuel sump system. The fuel line from the fuel selector to the engine was broken open and separated. The fuel selector knob was bent and positioned near the left fuel tank selection. The ignition key switch was at BOTH. The mixture, propeller, and throttle control knobs were in the forward position. Engine examination confirmed control continuity. Borescope inspection revealed no cylinder anomalies. The engine was turned by hand, and air was drawn and expelled through spark plug holes. Valve train continuity was confirmed. Magneto continuity was confirmed.
Examination revealed a liquid consistent with water in the fuel servo, estimated as half of the remaining liquid (the other half consistent with 100 low lead aviation fuel). The fuel injector diaphragm had water under it. The hour meter indicated 1,176.2; the tachometer was digital and unreadable.
Medical and Pathological Information
The pilot was issued a third-class airman medical certificate dated December 2, 2011, with the limitation: "Holder must wear corrective lenses for distant vision while exercising the privileges of his airman certificate." The FAA Final Forensic Toxicology Fatal Accident Report reported no carbon monoxide in blood, no cyanide test performed, no ethanol in vitreous, and no listed drugs in urine. An autopsy by the Jackson County Medical Examiner listed the cause of death as multiple blunt force trauma.
Tests and Research
No reports of fuel contamination or loss of engine power from other aircraft using the airport self-serve fuel pump where the accident airplane was fueled. Examination of the airport fuel facility revealed no contamination. The flight instructor who trained the pilot stated he taught the pilot to use the fuel strainer to check fuel and that it takes about 10-15 minutes for contaminants to settle. They discussed that Mooney airplanes can allow water through the fuel cap O-rings.
The Mooney M20J Pilot's Operating Handbook, Section 4, includes a Preflight Inspection checklist that requires sumping the fuel tank sump drains. The Airplane Flying Handbook (FAA-H-8083-3A) notes that landing gear should normally be retracted after lift-off when the airplane reaches an altitude where it could no longer be landed on the runway, considering runway length, climb gradient, obstacles, terrain, and airplane climb characteristics.