History of Flight
On June 20, 2014, about 1430 mountain standard time, a Mooney M20B, N74584, sustained substantial damage when it impacted terrain about 35 miles southeast of the Page Municipal Airport (PGA) in Page, Arizona. The pilot/owner was operating the airplane under Part 91 of the Federal Aviation Regulations. The commercial pilot and a passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan had been filed. The personal cross-country flight departed PGA about 1409 for an unknown destination.
The Federal Aviation Administration (FAA) issued an Alert Notification (ALNOT) for the missing airplane after the pilot's wife reported it overdue. A search ensued, and on June 22, 2014, the wreckage was located on a hillside in a canyon by the Civil Air Patrol. No radar or contact with Air Traffic Control was identified for the flight route.
According to the pilot's wife, the pilot was conducting a cross-country flight from South Carolina to California and back over several days, with fueling stops. The trip started on June 15, 2014. The airplane landed in Las Vegas, Nevada on June 18, 2014. The wife was a passenger until Las Vegas but deplaned due to high winds experienced on previous days. She noted that the airplane was leaking oil, requiring 1-2 quarts per flight. On June 19, the pilot and the passenger flew to California and returned to Las Vegas. The next day, they continued eastward toward South Carolina while the wife returned home on a commercial flight.
Personnel Information
The pilot, age 47, held a commercial pilot certificate with airplane single-engine land and multi-engine land ratings, and a flight instructor certificate with instrument rating. He was issued a second-class airman medical certificate on June 6, 2013, with limitations for corrective lenses. He reported 1,500 total flight hours and 50 hours in the last six months. The passenger was a 15-year-old male; no FAA records were on file.
Aircraft Information
The four-seat, low-wing, retractable tricycle gear airplane, serial number 1895, was manufactured in 1961. It was powered by a Lycoming O-360-A1A engine rated at 180 horsepower and equipped with a McCauley variable pitch propeller. The most recent annual inspection was completed on August 9, 2013, at an airframe total time of 5,586 hours.
Meteorological Information
Recorded data from the PGA automated weather observation station (about 35 miles southeast of the accident site) at 1353 reported wind from 130 degrees at 8 knots, visibility 10 statute miles, clear sky, temperature 36°C, dew point -7°C, and altimeter 30.01 inches of mercury. An NTSB Senior Meteorologist noted no reports or forecasts of turbulence, mountain wave activity, or other significant weather in the vicinity. Strong thermals, high density altitudes, high temperatures, and low relative humidity were present. The density altitude at departure time was calculated to be about 8,594 feet mean sea level.
Wreckage and Impact Information
Examination revealed the airplane impacted terrain on a canyon hillside at about 5,170 feet elevation. The canyon had sharp 90-degree turns and was several hundred to 1,000 feet wide, with walls 300-400 feet high. The wreckage came to rest about 40 feet above a dry river bed on a 45-degree slope. A post-impact fire consumed most of the wreckage; no cockpit instrumentation was readable. No personal electronic devices or GPS were recovered.
A disturbed, burnt area of rocky ground was observed about 25 feet in front of the wreckage near two large boulders, containing fragments including the engine starter. The airplane impacted nearly wings level with a left bank. The fuselage came to rest on a heading of about 110 degrees magnetic; a large boulder was present in front of the cockpit area. The left wing separated and was located about 15 feet below the main wreckage. The right wing remained partially attached and was bent upwards at mid-span from a boulder. The empennage was partially attached and bent to the left. Flight control continuity was established for rudders and elevators (limited movement due to damage). Aileron continuity could not be determined at the site.
The engine separated and came to rest inverted in the dry river bed. The crankcase sustained cracks; a large oil stain was present. The carburetor and fuel pump separated. One of three propeller blades remained attached; the other two separated and were found about 75 and 85 feet in front, with leading edge gouging, torsional twisting, chordwise abrasions, and tip separation.
Medical and Pathological Information
An autopsy on the pilot determined the cause of death as multiple blunt force and thermal injuries. Toxicology tests detected ethanol, N-propanol, amlodipine, and salicylate. The NTSB's Chief Medical Officer noted the ethanol levels were very low and below the FAA limitation of 0.4%, and suggested possible ingestion or post-mortem putrefaction. N-propanol suggested a source other than ingestion. Amlodipine (a blood pressure medication) and salicylate (aspirin ingredient) are permitted for pilots.
Tests and Research
Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The left wing was thermally damaged to the inner half with a large puncture; the right wing had thermal damage to the inner half. The fuselage was mostly thermally damaged. Flight control continuity for ailerons was established after removal of the aircraft from the site.
The engine separated via the engine mount; most accessories separated. Cylinder overhead areas were lubricated and unremarkable. The crankshaft could not be rotated due to impact damage. Borescope inspection of combustion chambers showed normal operational conditions. No evidence of oil lubrication deprivation or contamination was observed. Magnetos produced sparks. Spark plugs exhibited normal wear except for debris on one plug. The carburetor was thermally damaged; the inlet filter was unobstructed, float pontoons were thermally damaged, and no internal anomalies were observed. All three propeller blades exhibited leading edge gouging, torsional twisting, and chordwise scratches; two blades had separated tips. The spinner had impact marks and abrasions.